• Korean Security Journal
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• no.41
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• pp.293-326
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• 2014

Piracy is a worldwide issue, but the deteriorating security situation in the seas off Somalia, the Gulf of Aden and the wider Western Indian Ocean between 2005 and 2012 and in the increasing number of attacks in the Gulf of Guinea are a major problem. The depth of concern for the problem internationally is amply demonstrated by the levels of co-operation and coordination among naval and other forces from several countries that have assembled in the west Indian Ocean region and the Gulf of Aden to escort ships carrying humanitarian aid to Somalia and to protect vulnerable shipping. Notwithstanding this unprecedented effort, the vast sea area in which the pirates now operate makes it difficult to patrol and monitor effectively, particularly with the limited resources available. More resources, in the form of naval vessels and aircraft, are needed and at every opportunity the IMO encourages Member Governments to make greater efforts to provide the additional naval, aerial surveillance and other resources needed through every means possible. IMO provide interim guidance and recommendations to be taken into account when considering the use of PCASP(privately contracted armed security personnel) if and when a flag State determines that such a measure would be lawful and, following a full risk assessment, appropriate. The interim guidance and recommendations of IMO are not intended to endorse or institutionalize the use of armed guards. Therefore, they do not represent any fundamental change of policy by the Organization in this regard. It is for each flag State, individually, to decide whether or not PCASP should be authorized for use on board ships flying their flag. If a flag State decides to permit this practice, it is up to that State to determine the conditions under which authorization will be granted. Therefore, Korea should be introduced rationally PCASP for safe shipping. PCASP on board ships is much the same to special guard personnel of security services industry act. Act plan of Oceans and fisheries ministry on PCASP collides with special guard personnel system of National Police Agency. Rather than new law making, PCASP regukations have to be included in security services industry act. Management Agency of PCASP is to not Oceans and fisheries ministry, but Central Headquarters Korea Coast Guard of Public Safety and Security Ministry because of specialty and closely connection.

• Strategy21
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• s.44
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• pp.352-376
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• 2018

Through this research, the current state of naval coordination and guidance of shipping is reviewed whereupon which a suggestion is made for a novel role which satisfies the needs of the people and the country asked of the Navy. Taking into consideration the dynamic security environment, the developing relationship between the two nations on the Korean peninsula, and the influence that the Republic of Korea has on maritime security, it is made more urgent that the Navy takes a proactive course of action in terms of naval coordination and guidance of shipping. The current form of Korean naval coordination and guidance of shipping is adapted from the logical and flexible concepts of NCAPS and NCAGS and is one of many tasks that the Republic of Korea Navy must perform. However, when the Republic of Korea Navy develops blue-water capabilities with the ambitions of protecting its people and their way of life, naval coordination and guidance of shipping could potentially become one of the primary functions of the Republic of Korea Navy that the it must champion. Already, there are indications that foreign navies are, through many developments and commitment towards naval coordination and guidance of shipping, protecting its people and states' interests wherever is necessary. In the case of Chile, its Navy has taken the helm of naval coordination and guidance of shipping and has integrated various maritime organizations including the coast guard and the National Customs Service for the sake of maintaining regional maritime security, showing immediate force if necessary. Presently, as the Republic of Korea Navy looks to be a global naval power, it is important that a reprioritization of the Navy's mission is undertaken, all the while sustaining military readiness posture on the Northern Limit Line. It cannot be any more emphasized how crucial thorough military readiness posture is as a natural stance against the enemy. That being said, contributing towards international maritime security is consistent with the nation's standing. It is a fact that maritime security has been conceptualized and developed merely as a study within the Ministry of Maritime Affairs and Fisheries, the Republic of Korea Navy, and other governmental organizations, forces, and academia. Naval cooperation and guidance of shipping suggested by this research as a practical operational field is a concrete solution to what once was an abstract concept. To stand firm on its status as a maritime nation, the Republic of Korea must establish a Maritime Security Organization within its Navy and develop the appropriate doctrines. Attaining experts, developing doctrines, and cultivating the capability to deploy maritime forces will allow for the Republic of Korea to execute a primary role in keeping international maritime security and naval coordination and guidance of shipping. To fully achieve its latent potential necessitates the Republic of Korea Navy to expedite the introduction of naval coordination and guidance of shipping concepts and to establish the appropriate doctrines, operation plans, and organizations.

• Ocean and Polar Research
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• v.44 no.4
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• pp.355-364
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• 2022

When the 60-ton-class patrol boat '72' of the Korea Coast Guard (KCG) was on duty and she accidentally collided with another patrol boat ('207', 200-ton-class) and sank. A month-long search found a small amount of lost items, but neither the crew nor the ship was found. For the first time in 39 years since the accident, the Korea Institute of Ocean Science and Technology (KIOST) searched the boat 72 using the latest integrated geophysical techniques. A number of sonar images presumed to be of a sunken ship was acquired using a combined system of side scan sonar and marine magnetometer, operated at an altitude of approximately 30 m from the seabed. At the same time, a strong magnetic anomaly (100 nT) was detected in one place, indicating the presence of an iron ship. A video survey using a remotely operated underwater vehicle (ROV) confirmed the presence of a shielding part of a personal firearm at the stern of the sunken vessel. Based on these comprehensive data, the sunken vessel discovered in this exploration was assumed to be '72'. This result is meaningful in terms of future ocean exploration and underwater archaeology, as the integrated system of various geophysical methods is an efficient means of identifying objects present in the water.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.3
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• pp.318-325
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• 2015

Korea has very strong shipbuilding industry in the world, so many new ships are constructed in Korean shipyards. These built vessels are carrying out sea trial at sea before delivering to shipowner, and sea trial ships cause navigation risk to other passing vessels to accomplish sea trial tests as quick turning, zigzag maneuvering and crash astern etc. in traffic congestion conditions. It occurred more than 1 collision accident related sea trial for recent 5 years. It has been increased about 30% of risk because of navigation of sea trial vessel by marine traffic flow simulation. This paper analyzed marine traffic density surveyed by AIS data for 7 days, and investigated position of marine accidents for 5 years in Korean coastal waterway, it established the sea trial prohibition areas as 10/100 level of total marine traffic volume, which is considered no danger for ship operator. This analyzed maritime safety law for setting of the prohibition waters to propose the basic legal system. It makes contribution to marine pollution prevention by setting of the sea trial prohibition water to improve the ship's navigation safety.

• Journal of Navigation and Port Research
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• v.47 no.6
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• pp.331-340
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• 2023

Predicting the survival time of a person in water (PIW) in maritime search and rescue (SAR) operations is an important concern. Although there have been many studies on survival models in marine-developed countries, it is difficult to apply them to Koreans in Korea's oceans because they were developed using marine distress data from the United Kingdom, United States, and Canada. Data on the survival time of a P IW were collected through interviews and surveys with a special rescue team from the Korea Coast Guard, SAR cases, press releases, and Korea Meteorological Administration data to address these issues. The maximum survival time (Korean) equation was developed by performing a regression analysis of this data, and the applicability to actual marine distress was reviewed and compared to the overseas survival model. By comprehensively using the maximum survival time (Korean), domestic SAR cases, and overseas survival models, guidelines for survival time and intensive and recommended search time were suggested. The study findings can contribute to decision-making, such as the input for search and rescue units. The findings can also help to determine the end of or reductions in SAR operations and explain policy decisions to the public and families of a PIW.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.7
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• pp.847-857
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• 2017

The present situations of the education and training systems for the response to marine HNS spill incidents in domestic and foreign countries were reviewed and the plans to improve domestic system were suggested on the basis of the comparison between domestic and foreign education systems. There were almost no private education and training institutions in Korea, and they have not been activated, compared with those of foreign countries such as USA, Canada, Australia and UK. The domestic marine HNS-related education has been implemented uniformly under Korean government initiative. In addition, there were differences in the targets and duration of the education offered by Korea Coast Guard Academy (KCGA) and Marine Environment Research & Training Institute (MERTI) in Korea. Domestic HNS-related curriculum was relatively simple, compared with the curricula of foreign countries, and has not accepted two levels (operational level and manager level) required in HNS model courses of International Maritime Organization (IMO). The domestic education and training period was short relatively to those of foreign countries. The following suggestions were made to improve the education and training system for the response to domestic marine chemical incidents. In the short term, an HNS education and training management consultation body (tentative name) should be established, with both KCGA and MERTI participating jointly while maintaining the current system of the two institutions (KCGA and MERTI) simultaneously. In the more distant and long term, the HNS-related departments of KCGA and MERTI should be incorporated into a National Marine HNS Response Academy (tentative name) as unified system to enable international competitiveness.

• Strategy21
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• s.31
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• pp.190-219
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• 2013

Since Korea and Japan established diplomatic relationship, Relationship between Korea and Japan has not been easygoing. There are two most explosive, and noticeable ones among topics which have affected the relationship ; Dokdo and Historical Distortion. Without these issues, relationship between two countries will take a turn for the better. However, unfortunately, it seems that it is almost never going to happen. There is the Japanese conservative right-wing who has an influence on those two issues. The right-wing takes regard getting negative view or finding out dark past as an action from Self-torture view of history, and tries to dilute the Japanese sense of guilt on past invasions to neighbor countries. Moreover, to become a "normal country", they are trying to revise Constitution of the Japan so that Japan can possess the military and re-arm, dispatch troops abroad, and get the right to break the war. In other words, they expect Japan to become a powerful nation with great influence on Asia and world, as the period in which Japan conquered Korean peninsula, China, and South-Eastern nations. Japan still harbours secret romanticism for bygone days of imperialist glory. That is why neighbors want to never make the painful history happen again. In order to deal with this effort, most of all, it is required to assert better argument with a careful, thorough analysis on Japanese opinion about Dokdo. There might be a hidden card which can be accepted in the international society considering Japanese persistent effort to make Dokdo disputed area, and that is why we have to know that it is. In addition, it is needed to secure a high-quality professional manpower because the issues of Dokdo and Historical Distortion are primarily the matter of logic and references. The professional manpower should have open-minded to break down walls of their own majors. We have to introduce our achievements and stances to the international society vigorously. As a definite way to solve these problems, we have to develop national power. We have to possess naval forces and coast guard to protect our territory and Koreans overseas. There are not many options Korea can do to Japan, except protesting denunciation, and pressing a joint efforts. Most of the suggestions stated before are what have to be conducted domestically. It is a miserable condition, because two problems are Japanese domestic issues, but they become international issues and we have to seek a solution for ourselves.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.5
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• pp.647-655
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• 2021

The IMO (International Maritime Organization) is discussing the improvement of energy ef iciency of ships in order to reduce greenhouse gas emissions from ships. Currently, by applying an ORC power generation system using waste heat generated from ships, high energy conversion efficiency can be expected from ships. This technology uses an organic medium based on Freon or hydrocarbons as the working fluid, which evaporates at a lower temperature range than water. Through this, it is possible to generate steam (gas) and generate power at a low and low temperature relatively. In this study, the analysis of heat flow between the refrigerant and waste heat in the ORC power generation system, which is an organic Rankine cycle, is analyzed using 3D simulation techniques to determine the temperature change, velocity change, pressure change, and mass change of the fluid flowing of the WHRU (Waste Heat Recovery Unit) inside and the outside the structure. The purpose of this study is to analyze how the mass change affects the structure, and this study analyzed the heat transfer of the heat exchanger from the refrigerant and the exhaust gas of the ship's main engine in the ORC power generation system using this technique.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.7
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• pp.916-922
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• 2018

Recently, power plant effluent condensers received a Renewable Energy Certificate as components of hydrothermal energy (weighted 1.5 times) as one target item of the Renewable Portfolio Standard (RPS) policy. Accordingly, more attention is being paid to the value of thermal wastewater as a heat source. However, for utilization of thermal wastewater from power plants in high-turbidity areas like the West Sea of Korea, a turbidity reducing system is required to reduce system contamination. In this study, an experimental test was performed over a month on thermal wastewater from power plants located in the West Sea of Korea. It was found that water turbidity was reduced by more than 80 % and that the concentration of organic materials and nutrient salts was partially reduced due to the reduction of floating/drifting materials. To conduct a comparative analysis of the level of contamination of the heat exchanger when thermal wastewater flows in through a turbidity reducing system versus when the condenser effluent flows in directly without passing through the turbidity system, we disassembled and analyzed heat exchangers operated for 30 days. As a result, it was found that the heat exchanger without a turbidity reducing system had a higher level of contamination. Main contaminants (scale) that flowed in to the heat exchanger included minerals such as $SiO_2$, $Na(Si_3Al)O_8$, $CaCO_3$ and NaCl. It was estimated that marine sediment soil flowed in to the heat exchanger because of the high level of turbidity in the water-intake areas.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.4
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• pp.307-315
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• 2023

Korea controls the departure of vessels based on the Maritime Safety Act such that only ships with seaworthiness can navigate in bad weather, but scientific evaluation results and quantitative basis for the designation of ships subject to control are insufficient. Opinions for improvement are being raised for a reasonable departure control operation. The purpose of this study is to evaluate the adequacy of the current departure control standards through actual measurement of tugboats, which are the type of vessels subject to control when a wind and wave advisory is effective, and to present quantitative grounds for improvement of controls. A sensor was installed on the tugboat to measure the ship's three-axis motion and hull acceleration, and the hull motion performance was measured by operating in the sea area with a significant wave height of 3 m. The measured values were compared and analyzed based on seaworthiness evaluation factors and limit value standards. The actual ship was excluded from the current control standard according to tonnage, but as a result of the analysis, the pitch value exceeded the operation standard, and a risk to navigation safety existed. The results of this study suggest the need for additional actual measurement studies that can represent various ship types and specifications and review ship departure control targets.