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A Study on the Characteristics of Heat Transfer of Oil Flows over Offset Strip Fins
Get PDFIn the present study, heat transfer characteristics of oil flow over offset strip fins are predicted by the numerical methods. Oil flow in the plate-fin passage is idealized by 2 and 3 dimensions. The flow patterns and heat transfer characteristics are predicted in details. Numerical results show that the average convective heat transfer coefficients are almost independent on the raws of fins and affected by fin pitches. At the rear face of the fin, there exists minimum point of heat transfer coefficients where stream is separated from the fin surfaces. The convective heat transfer coefficients are effected by separation bubbles which appear at the wake region of offset strip fins. Correlations for friction factor and convective heat transfer coefficient are derived. The effect of natural convection is described by three dimensional analysis. And also the results by 2 dimension and 3 dimensional analysis are compared.목차
Abstract = i
사용기호 = ii
표목차 = iv
그림목차 = v
제 1 장 서론 = 1
제 2 장 이론 = 4
제1절 지배방정식 및 경계조건 = 4
제2절 수치해석 = 5
제 3 장 계산결과 및 검토 = 12
제1절 유선 및 압력강하 = 12
제2절 온도장 = 12
2.1 등온선(isothermal line) = 12
2.2 대류 열전달계수 = 13
제3절 마찰인자의 상관식 = 14
제4절 평균열전달계수의 상관식 = 16
제 4 장 3차원 수치해석
제1절 유동특성 및 압력강하 = 28
제2절 온도장 = 37
2.1 등온선(isothermal line) = 37
2.2 대류 열전달계수 = 37
2.3 자연대류의 효과 = 38
제 5 장 결론 = 47
참고문헌 = 4
(An) Experimental Study on Sea Water Freezing Behavior in a Flow Field
Get PDFRecently, we have serious problems due to lack of water because of the rapid development of industry and increasing in population. In Korea, a lot of researchers predict that we will have lack of water about 2 billion tons on 2011 year. Therefore, it has absolutely be demanded to build dams and to develop desalination systems in order to supply fresh water continually. The most important factor for adopting the desalination system is the production cost of fresh water. The cost depends on what and how to use an energy source which should be obtained easily and cheaply.
Generally, Liquid Natural Gas(LNG) is stored in a tank as a liquid state at below -162℃. When serviced, however, the LNG absorbs energy form an ambient heat source and then transforms to the gaseous state at high pressure. In this process, a large amount of cold energy is wasted.
What is a method to use this wasted LNG cold energy? So, we focused to make the sea water freezing desalination system by utilizing this wasted cold energy. In advance, we need to possess the qualitative and quantitative data regard to sea water freezing behavior of sea water to establish its design technique.
The goal of this study is to reveal the freezing mechanism, to measure the freezing rate, and to investigate the freezing heat transfer characteristics of sea water. A lot of new informations being made clear through the sea water freezing in flow field will help for us to understand sea water freezing behavior generally
(A) study on the risk management of oil tanker operation : focusing on insurance cover
Get PDFA STUDY ON THE RISK MANAGEMENT OF OIL TANKER OPERATION
- FOCUSING ON INSURANCE COVER -
Recently, the marine transport of crude by oil tanker has largely increased due to great demands for petroleum in industrialized fields, causing risks of marine pollution that threaten human beings' lives and environments and bring about a lot of serious problem. Further more, these kinds of marine accidents, if any, incur a huge amount of money to recover environmental and natural damage. To prevent these losses and accidents, an in-depth study has been executed by many specialists, owners of cargo and ship and countries. Tankers have somewhat different shapes in construction and working condition compared to normal merchant ship. If an accident occurs, normal merchant ship's damages will be confined to ship and cargo, but those of tankers will result in oil spills and catastrophe loss beyond our imagination.
So, first we must understand risk factors, pre-loss control and post-loss control, legal regulations about its indemnification and marine insurance for oil tanker operation. When unexpected accidents happen, it is possible for underwriter to cover those kinds of losses by insurance. To control these losses, however, it is important to establish compensation for oil pollution and arrange for oil pollution preventing system. In spite of oil pollution preventing system, we have rarely seen that pollution from oil tankers could be solved easily. Therefore, we need to consider more fundamental and systematic control measures for the risks of pollution from oil tankers. Further more, we have to prevent oil pollution fundamentally before considering indemnification of losses by insurance within limited range. Thus, various preventing systems for oil pollution, such as prompt remedy of spilled oil and damaged ship, quick and sufficient indemnification of sufferers from oil pollution, reasonable and safe management of oil company, are strongly required.
This study has examined various risk factors followed by the operation of oil tankers, implemented the pre-loss and post-loss control for risk factors, and treated measures indemnity for sufferers.
Futhermore efficient recovery of damaged tankers was discussed, and efficient risk management system for tanker operation carefully examined mainly on insurance cover
Kinetic Model of Anaerobic Hydrolysis and Acidogenesis of Particulate Organics
Get PDFA model, which was based on the rational assumptions, i) particulate organic matter in anaerobic degradation process are firstly hydrolyzed to soluble organics by hydrolytic enzyme, and ii) the production of the hydrolytic enzyme in the acidogens is induced by shortage of the soluble organics, and iii) the production rate is proportional to the acidification rate, was proposed to describe the hydrolysis and acidogenesis of particulate organic matter. The proposed model was consisted of 6 unknown variables, and 12 model parameters. In order to estimate the parameters, the mass balance equations for 6 variables were derived for a semi batch acidogenic reactor. The sensitivity analysis for VFA and SCOD as the state variables was performed and the parameters were classified into three groups, i.e. more sensitive group, sensitive group and less sensitive group. In order of the group sensitivity, the model parameters were determined by a nonlinear regression using the experimental data from the acidogenic reactor treating food waste. The experimental data was well fitted to the state variables of the model, and the adequacy of the description of the hydrolysis and acidogenesis could be improved if the model made up for the kinetic expressions to represent the effects of factors such as pH, temperature and substrate and product inhibition. The results of simulation under various dilution rates showed that the model might be a useful tool for design and optimization of acidogenic reactor of particulate organics.목차
목차 = i
List of Tables = iii
List of Figures = iii
Abstract = iv
Nomenclature = vi
I. 서론 = 1
II. 문헌연구 = 3
2.1 혐기성 소화 = 3
2.2 동역학 모델 = 6
III. 가수분해 및 산발효 모델 개발 = 9
3.1 모델 개요 = 9
3.1.1 가수분해 효소에 대한 물질수지 = 10
3.1.2 기질에 대한 물질수지 = 14
3.2 모델 검증을 위한 실험자료 = 20
3.3 모델 평가 방법 = 21
3.4 파라미터 평가 방법 = 23
IV. 결과 및 고찰 = 25
4.1 모델 파라미터의 민감도 해석 = 25
4.2 파라미터 값의 결정 = 29
4.3 모델의 활용예 = 34
V. 결론 = 39
VI. 참고문헌 = 40
감사의 글 = 4
Full Nonlinear Analysis of Wave Fields Due to the Impermeable Submerged Breakwater and the Permeable Submerged Breakwater based on VOF Method
Get PDFRecently, various numerical models for wave breaking have been presented but these models can't analyze wave transformation after wave breaking. In this study, full-nonlinear numerical analysis including wave breaking and transformation after breaking has been performed in the two-dimensional numerical wave channel, installed impermeable and permeable submerged breakwater, based on the volume of fluid method(VOFHirt and Nichols,1981). The results of the wave profile due to the impermeable and permeable submerged breakwater agree with experimental results of Kawasaki(1997) and Kioka(1992). Very strong nonlinear waves is occurred on the crown of the impermeable submerged breakwater and wave crest is separated after breaking. Also, return flow to incident wave direction is generated after the breaking point. Vortices are formed behind submerged breakwater, and large vorticity is occurred in the breaking point.목차
ABSTRACT = i
要約 = ii
目次 = iii
NOMENCLATURE = vi
LIST OF FIGURES = viii
第1章. 序論 = 1
1.1 本 硏究의 背景 = 1
1.2 旣存의 硏究 = 2
1.3 本 硏究의 目的 = 3
1.4 本 硏究의 構成 = 3
第2章. 不透過潛堤의 解析 = 5
2.1 數値解析理論 = 5
2.1.1 基礎方程式 = 5
2.1.2 數値計算의 흐름 = 7
2.1.3 格子設定과 셀 內에서의 變數位置決定 = 8
2.1.4 基礎方程式의 離散化 = 10
2.1.5 SOLA SCHEME = 15
2.2 VOF 法에 의한 自由表面의 追跡 = 17
2.2.1 自由表面의 數値計算을 위한 모델 = 17
(1) 좌표계에 의한 방법 = 17
(2) 유체면 위치의 추적모델을 이용하는 방법 = 18
2.2.2 VOF 函數의 誘導 = 18
2.2.3 VOF 函數에 의한 셀의 決定 = 20
2.2.3.1 自由表面의 方向 決定 = 21
(1) 기울기에 의한 방법 = 21
(2) VOF 함수값에 의한 방법 = 23
2.2.3.2 셀의 分類 例外 = 24
2.2.4 VOF 函數의 數値計算 = 25
2.3 境界條件 = 29
2.3.1 自由表面에서의 境界條件 = 29
(1) 流速 境界條件 = 29
(2) 壓力 境界條件 = 30
2.3.2 開境界條件 = 31
2.3.3 그 外의 境界條件 = 33
2.4 造波條件 = 33
2.5 安定條件 = 35
2.6 解析結果 = 37
2.6.1 數値모델링의 檢證 = 37
2.6.1.1 造波波形檢證 = 37
2.6.1.2 實驗結果와의 波形比較 = 40
2.6.2 不透過潛堤의 幾何形狀에 따른 碎波位置 = 42
2.6.3 潛堤周邊의 非線型波浪변형 特性 = 43
2.6.4 潛堤周邊의 流體粒子速度場 = 46
2.6.5 空間波高變化와 平均水位變化 = 56
2.6.6 直立壁에 作用하는 水平波力 및 波壓分布 = 60
第3章. 透過潛堤의 解析 = 62
3.1 數値解析理論 = 62
3.1.1 基礎方程式 = 62
(1) 體積空隙率과 面積空隙率의 定義 = 64
(2) 體積抵抗 = 65
3.1.2 數値計算方法 = 68
3.2 解析結果 = 69
3.2.1 數値모델링의 檢證 = 69
3.2.2 潛堤周邊의 流體粒子速度場 = 71
3.2.3 空間水面變動 = 80
3.2.4 空間波高變化와 平均水位變化 = 82
3.2.5 透過潛堤內部의 流體粒子速度 = 84
第4章. 結論 = 86
4.1 不透過潛堤 = 86
4.2 透過潛堤 = 86
= 8
Design and Implementation of XML based Data Replication Web Agent between Heterogeneous DBMSs
Get PDFXML(eXtensible Markup Language) has recently emerged as a new standard for data representation and exchange on the Internet. Web servers and applications encoding their data in XML can quickly make their information available in a simple and usable format, and such information providers can inter- operate easily. Information content is separated from information rendering, making it easy to provide multiple views of the same data. XML data files can be rendered via specifications in XSL (eXtensible Stylesheet Language). Most of us are familiar with web sites that contain vast databases of useful information, but whose query and search facilities are surprisingly primitive.
This paper proposes web agent for data replication between heterogeneous DBMSs(Database Management System). Web agent system manages database on the web and exchanges data in heterogeneous database using XML.
Using web page, user sends to web server information about database, web server creates query sentence for database connection. Using created query sentence, web server exchanges data with database server.
Web server makes XML document from source database data, XML document saves destination database. Using this way, web agent system exchange data between databases. So, this web agent system manage database data on the web, exchange data between heterogeneous DBMSs.목차
요약 = ii
제1장 서론 = 1
제2장 확장성 생성 언어(XML) = 3
2.1 SGML과 HTML의 한계 = 3
2.2 XML의 개요 및 특징 = 4
2.3 활용분야 = 9
2.4. XML의 연구 동향 분석 = 11
2.5 XML 기술 현황 = 14
제3장 웹 에이전트 시스템 설계 = 21
3.1 웹 에이전트의 구성 = 21
3.2 웹 에이전트의 데이터 교환 과정 = 25
제4장 웹 에이전트 구현 및 고찰 = 31
4.1 데이터베이스와 연결 = 31
4.2 데이터베이스의 관리 = 37
4.3 데이터베이스 복제 = 44
제5장 결론 = 49
참고문헌 = 51
Abstract = i
A Study on the Development of the Light Drive Body for Small Boat by Using High Performance Composite Materials
Get PDFTraditionally, the drive body for small boats has been made with metals. Manufacturing method of metallic drive body followed with consecutive and accurate process of casting, machining, surface grinding, plating or coating and assembly.
The fabrication of FRP(Fiber Reinforced Plastics) drive body is of great advantage to reduce weight, low vibration transmission, vibration absorption, specific strength, specific stiffness, fatigue resistance and wear-corrosion characteristics in seawater. In accordance with this development, it is easy to increase production rate and mechanical properties, whereas to get lightweight and low vibration than strainless steel and aluminum alloy.
To make specimen, we used glass roving/roving cloth as reinforcements. Hybrid fabric with carbon and aramid fiber in order to protect from rub and impact of floating matter was also used for skeg part. We also used epoxy matrix YD115 which is good for increase fiber area weight, rub property and relatively lightweight and room temperature cure. Eventually, we did co-cure together with fermate as core material.
The resin having a relatively fast reaction was injected by a low pressure machine into the airtight mold, which is RTM(Resin Transfer Molding). For the airtight tooling, a silicon O-ring was used for around the injecting hole. In consideration of multiple functional structure as well as measure stability during second process, various small metallic jigs were also designed and co-cured to be stood up to over pressure properly.
Mold assembly, resin injecting and curing with circulation water at 80℃ during 4hours were conducted. Heating time is suit for ideal combination between resin and glass fabrics, which was easy to release from the mold for from 4 to 6 hours. The released FRP body from the mold was finished by above procedure and continued to be coated and final assembly.
In conclusion, we developed FRP drive body for small boats to reduce weight, to protect vibration, to save production cost, to cut down maintenance charge, thus it became to have properties of higher resistance corrosion and longer lasting mileage than common metallic drives.목차
Abstract1
제1장 서론 = 5
제2장 실험방법 = 8
2.1 실험재료 = 8
2.2 특성 및 비교 평가방법 = 12
제3장 실험결과 및 고찰 = 14
3.1 추진기 몸체의 설계 및 구조 = 14
3.2 성형공정 및 제작 = 20
3.3 몰드의 설계 및 제작 = 24
3.4 외관시험 = 30
3.5 제작추진기의 특성 평가 = 36
3.5.1 기계적 특성 평가 = 37
3.5.2 실선장착평가 = 42
제4장 결론 = 47
참고문헌 = 4
A Study on the Economic Viability of Operating a Fast Containership with Reference to Shor Sea Services in North-East Asia
Get PDFThe objective of this research is to examine the economic viability of operating a fast containership in short sea services in North-East Asia. The maritime advanced countries have already been developing a fast containership with the operating speed of more than 50knots. Some countries have constructed a test ship and recently conducted a test of operating a fast containership. In Korea the Ministry of Maritime Affairs and Fisheries (MOMAF) and a research institute have launched a research on the development of a fast containership with the speed of 30knots and in future such vessel is expected to be operated in short sea services.
Although there are extensive studies on the development of a fast ship design and construction, there is a lack of study on economic evaluation of operating a fast ship. Accordingly, this research attempts to evaluate the economic viability of operating a fast containership being developed compared to the existing vessels operating in short sea services in North-East Asia. In addition, this research analyzes a freight level and transport service of maritime transport of a fast container ship in comparison with air transport.
For the evaluation of economic viability of operating a fast containership, three types of containerships have been chosen. They are 700TEU, 340TEU, and 320TEU containerships. The sizes of vessels, 700TEU and 340TEU containerships are an average size of full containerships in each size range which are now being operated in North-East Asia trade routes. The size of a fast containership is 320TEU which is now being developed in Korea.
The research method used for this research is Break-even point analysis. The fixed and variable costs of 700TEU and 340TEU vessels were collected from actual costs of the vessels respectively. And for a fast containership, the costs were collected based on the containership of 320TEU being under developed. To analyse the economic viability of operating vessels sensitive analysis in terms of freight rates and fuel costs has been conducted.
According to the results of the analysis, operating a fast containership of 320TEU was economically viable only at higher freight level than those of 700TEU and 340TEU vessels. At the average market freight rates operating a fast containership is not economical and has a loss of 200/TEU, all types of vessels hardly seem to be economically viable. If the market rate is 20 per TEU before interest and tax. And break-even TEUs are 490TEU. In addition, it is identified that appropriate freight level of a fast containership based on a basic model is about 8,537 annually and break-even container numbers are 511TEU.
In the meantime, it is found that transporting cargoes by a fast containership is much competitive over air transport in terms of both freight rates and service time given trade routes.
This research has several limitations and much work should be done. This research assumed that three types of vessels examined are being operated on a particular trade routes in North-East Asia. So further research is necessary examining the economic viability of operating vessels on many different trade routes and number of calling ports. In addition, as maritime transport is only a part of transport systems. the economic viability analysis should be done in comparison with a different mode of transport such as air transport, ferry vessels and rail transport.목차
第1章 序論 = 1
第1節 硏究의 背景 = 1
第2節 硏究의 目的 = 3
第3節 硏究의 範圍 및 方法 = 4
第4節 硏究의 構成 = 6
第2章 高速船 開發 現況과 海上 및 航空貨物 運送現況 = 8
第1節 國外 高速船 開發 現況 = 8
1. 美國의 高速船 事業 = 9
2. 日本의 高速船 事業 = 10
3. 러시아의 高速船 事業 = 12
4. 英國의 高速船 事業 = 13
5. 其他 國家의 高速船 事業 = 14
第2節 國內 高速船 開發 現況 = 16
第3節 韓國과 中國·日本 海上貨物 運送現況 = 19
1. 韓·中·日航路 船社別 運航現況 = 19
2. 韓·中·日 컨테이너貨物 運送現況 = 32
3. 韓·中·日 港灣別 컨테이너 流通現況 = 36
4. 韓·中·日航路 컨테이너 海上運賃 = 40
第4節 韓國과 中國·日本 航空貨物 運送現況 = 42
1. 航空貨物 運送實績과 展望 = 42
2. 東北亞地域의 航空貨物 運送 = 50
3. 東北亞地域 航空運送 發展 展望 = 53
4. 航空貨物과 海上貨物의 比較 = 55
5. Sea & Air 運送實態 = 57
第3章 船舶의 經濟性 分析에 관한 理論的 考察 = 64
第1節 船舶의 最適 速力 分析모델 = 64
1. 말로우의 硏究 = 64
2. 스벤슨의 硏究 = 65
第2節 船舶의 經濟性 評價 方法 = 67
1. 純現在價値法(NPV法) = 67
2. 割引利益率法(DCF利益率法) = 67
3. 資本回收係數法(CRF法) = 68
4. 平均年間費用法(AAC法) = 69
5. 要求運賃指數法(RFR法) = 70
第3節 高速船의 經濟性 評價 先行 硏究 = 71
1. 美國의 FastShip 經濟性 評價 = 71
2. 國內 高速 컨테이너 開發船의 經濟性 評價 = 74
3. 其他 高速 컨테이너船의 經濟性 評價 = 79
第4章 高速 컨테이너선 運航의 經濟性 分析 = 82
第1節 高速 컨테이너선 運航의 經濟性 分析 方法 및 모델 = 82
1. 經濟性 分析의 方法 = 82
2. 經濟性 分析의 모델 = 83
3. 經濟性 分析의 자료 = 86
第2節 高速 컨테이너선 運航의 經濟性 分析 = 92
第3節 高速 컨테이너선 運航의 經濟性 敏感度 分析 = 95
1. 運賃 敏感度 分析 = 95
2. 燃料費 敏感度 分析 = 98
3. 高速 컨테이너선의 經濟性 運賃 = 99
第4節 高速船 運送과 航空運送의 經濟性 比較 = 101
1. 海上運賃과 航空運賃의 比較 = 101
2. 高速船 運送과 航空運送의 運送時間 比較 = 105
第5章 結論 = 106
第1節 硏究 結果의 要約 = 106
第2節 硏究 結果의 示唆點 = 108
第3節 硏究의 限界 및 向後 硏究課題 = 110
<참고문헌
(A) Study on the Performance Effects for Coastal Passenger Route Activation in the Reconciliation Age of South and North Korea
Get PDFThe purpose of this study is to examine stimulant factor and deterrent factor in Korea's coastal passenger shipping on the basis of field data collected in order to help stimulate it and enhance its competitiveness.
The study model and study hypotheses used are illustrated as follows.
Study Model Table
This study model has two independent variable factors divided into a number of different variables. The model has also four patterns of deterrent factor that hinder the stimulation of Korea's passenger shipping. This factor has also an impact upon the business measurement items such as the dependent variables of load factor, service level, and passenger shipping demand growth. The major dependent variables for this study which have been measured through questionnaire surveys are load factor, service level, passenger shipping demand growth, and the exchanges between South and North Korea. The load factor is the most representative measurement item for transportation industries. In addition, the service level or passenger shipping demand growth is widely used as one of the measurement items for business management.
The major deterrent factor variables this study has used consist of inflexible government regulations for ship operation, facility shortages in berthing and passenger terminals, insufficient government's financial supports such as the government-finance schemes for newbuilding projects or secondhand ship purchases, low freight level, and management inefficiencies. The major stimulant factor items which have been also adopted in this study as important variables are considered to play a big role in reducing deterrent factor value level. These dependent variables are passenger service level, load factor and passenger shipping demand growth. These two major factors have been set up as study hypotheses and a study model.
The more the stimulant factor lowers the value of deterrent factor, the higher the service level rises. These improvements will result in higher load factor and higher service demand growth and will lead to the stimulation of Korea's coastal passenger shipping business.
This study has established the following five hypotheses for relation between each different variable in order to test the feasibility of the above-said study model: (1) there will be a negative relation between the deterrent factor in Korea's coastal passenger shipping and passenger service level(5) there will be a negative relation between the deterrent factor and the exchanges of South and North Korea. Pearson correlation analysis and multiple regression analysis have also been used to test relation between each different variable. These hypotheses have been adopted as a result of multiple regression analyses with a significance level less than0.01 level.
This study has further used field data collected through questionnaire surveys on 45 passenger service firms in Korea and 402 passengers aboard the ship who resided in the tight security areas of the western islets located north of Kwangwha Island or who had toured around the areas for pleasure.
The examination of the field data collected from the nation-wide coastal passenger service firms reveals the followings in summary.
First, the passenger load factor fell below 50% for 44 firms out of 45 surveyed. The firms were found to suffer difficulties with the freight rate-cutting competitions of passenger ships, high operation cost and low income. The 68.8% of the firms surveyed have earned freight levels below the operation cost because of the burden of high capital investment and the reduced shipping demand.
Second, vessel operation problems such as inflexible ship operation controls by the concerned authorities, uniform controls on ship operation regardless of steaming areas, and freight rate-cutting competitions between pleasure boats and ferry crafts are found to have the highest value of deterrent factor. Moreover, facility shortages consist of such variables as poor passenger terminal facilities, poor berthing facilities, and poor sea resort facilities. The average value of these variables appears to be slightly lower than that of ship operation problems but it is still considered high. The facility shortage problems suggest that it is extremely pressing to expand various facilities related with berthing, car parking, and passenger terminal for coastal passenger ferry ships.
Meantime the other deterrent factor variable is insufficient government supports in Korea's coastal passenger shipping service. This deterrent item consists of such variables as difficulties with securing vessel, unfavorable financing cost, disadvantages with the government financing scheme for newbuilding, defective Korea Shipping Law for Korea's coastal passenger shipping business, and incomplete government policy supports. These five deterrent variables are considered to be of higher value than those of the above said vessel operation problems or facility shortages. This means that it is very pressing to receive the government's favorable supports for the stimulation of Korea's coastal passenger shipping.
The last deterrent factor variable is freight rate and management problems sub-divided into five variables such as low freight rates, differential freight rates, excessive competitions, and poor managerial capability. These variables are considered by passenger shipping firms to be of higher value as deterrent factor. In addition, these four patterns of deterrent factor, namely, ship operation problems, facility shortages, insufficient government supports, and freight rate/management problems show the high positive co-relation.
Third, it is considered that the higher the values of these four variable patterns of deterrent factor rise, the lower the passenger load factor and passenger service level fall. Moreover, of the four deterrent factor variables, the ship operation problems represent the biggest negative co-relation in terms of service level and load factor. Hence the inflexible ship operation controls by the concerned authorities, the uniform control on ship operation regardless of steaming areas, and the freight rate-cutting competitions between pleasure boats and ferry crafts turn out to be of the highest deterrent factor value.
Fourth, de-regulation in ship operation controls can be sub-divided into such variables as the de-regulated controls of ship operations by the concerned authorities, the relaxed controls of ship operation in consideration of local weather condition, and the avoidance of freight rate-cutting competitions. These variables are considered to be very important for the stimulation of Korea's coastal passenger shipping. In addition, facility shortages can be dealt with by the government's financial supports for passenger terminal facilities, by the government policy supports for terminal facilities, by the government supports for the investment into berthing facilities, and by the government supports for investment into sea resort facilities. The solution of the facility shortages by the government's supports will play an important role in the revitalization of Korea's coastal passenger shipping. Also the equally important for the revitalization is considered by the passenger shipping firms to be the government's additional supports which are sub-divided into such variables as the support for vessel purchase, ship finance subsidies, the government-financed newbuilding schemes, the overhaul of Korea's Shipping Law and the government policy-supports for Korea's coastal passenger shipping.
Moreover, the settlement for freight rate/management problems is also considered very important for the stimulation of Korea's coastal passenger shipping. The exchanges between South and North Korea can be encouraged by the government supports and by the need of cruising service like the on-going Mt. Kumgang Tourist Project. This encouragement is also considered important for the promotion of Korea's coastal passenger shipping though it has a lower stimulant value.
Fifth, the examination of the impacts which the above-mentioned five variable patterns of stimulation have upon Korea's coastal passenger shipping demand growth shows that the highest demand growth can be created by the government's de-regulations, and the second highest demand growth, by the facility expansion and next in turn by the sea-land combined tours to sea resort areas respectively.
The examination of field data collected from passengers further reveals the following summary for the stimulation of Korea's coastal passenger shipping.
First, the deterrent factor is divided into the five variables such as inflexible ship operation controls by the concerned authorities, uniform controls on ship operation regardless of steaming areas, freight rate-cutting competitions between pleasure boats and ferry crafts, facility shortages in passenger terminal, and in sea resort areas. The passengers under survey consider these five variables as a very important deterrent factor hindering Korea's coastal passenger shipping service. The examination further indicates that the passengers wish to precisely schedule their tours to Korea's coastal islets and to enjoy the diverse leisure time through the well-organized marine transportation as a result of the promotion for leisure industries and the de-regulated ship operations.
Second, the stimulant factor for the passengers is divided into total seven items but basically can be divided into two groups. The first group is expanded convenient facilities for passenger terminal, the need of cruising service, contribution by cruising service, and more flexible ship operations. The second group is expanded berthing facilities for ships, the need for the open publicity of tours to sea resort areas and government policy supports. Both stimulant factor groups are considered to be far more important than deterrent factor variables. The passengers under survey are found to think very high of the above-said seven stimulant variable items to create demand growth for Korea's coastal passenger shipping.(4) there will be a positive relation between the stimulant factor in Korea's coastal passenger shipping and the exchanges of South and North Korea(3) there will be a positive relation between the stimulant factor in Korea's coastal passenger shipping and shipping demand growth(2) there will be a negative relation between the deterrent factor and load factor第1章 序論 = 1
第1節 問題의 提起 = 1
第2節 硏究의 目的 = 2
第3節 硏究의 方法 = 5
1. 硏究對象과 資料蒐集 = 5
2. 分析方法 = 7
第4節 硏究의 範圍와 內容 = 8
第2章 沿岸旅客事業의 實態와 現況分析 = 10
第1節 南北交流 및 東北亞 交流活性化에 對備한 沿岸旅客事業의 重要性 = 10
1. 南北交流 및 東北亞交流 活性化의 環境變化 = 10
2. 南北交流 活性化와 沿岸旅客事業의 重要性 = 15
3. 東北亞交流 活性化와 沿岸旅客事業의 重要性 = 21
第2節 沿岸旅客事業과 社會經濟的 效果 = 23
1. 에너지 節減效果 = 24
2. 陸·海·陸 一貫輸送으로 物流費 節減效果 = 30
3. 大氣汚染防止로 環境問題에 一助 = 31
4. 陸路交通滯症緩和와 交通事故豫防效果 = 32
第3節 沿岸旅客船業體의 現況分析 = 33
1. 沿岸旅客業體 數의 現況 = 33
2. 船舶의 規模變化推移 = 35
3. 船種別 變化推移 = 36
4. 톤수별 變化推移 = 38
5. 船齡別 變化推移 = 39
6. 業體別 船舶保有現況 = 41
第4節 沿岸旅客業體의 經營實態分析과 問題點 診斷 = 44
1. 資本金現況 = 44
2. 沿岸旅客業體의 航路·港灣別 經營現況分析 = 45
3. 沿岸旅客業體의 經營收支 現況分析 = 48
4. 沿岸旅客業體의 運航收支現況 = 50
5. 沿岸旅客船 運航統制現況 = 52
6. 沿岸旅客業體의 現況分析要約 = 55
7. 沿岸旅客業體의 主要 現況 問題點 診斷 = 58
第3章 南北和解時代의 旅客航路의 活性化 = 60
第1節 南北交流의 活性化와 旅客航路 = 60
第2節 江華北方航路의 定義와 一般現況 = 61
1. 航路의 定義 = 62
2. 航路槪要 = 62
3. 江華北方航路의 重要性 = 67
4. 江華北方航路 및 南方航路의 輸送現況 및 展望 = 68
第3節 江華北方航路의 問題點과 活性化方案 = 69
1. 江華北方航路의 問題點 = 69
2. 江華北方航路의 活性化 必要性과 對策 = 70
第4節 南北韓 海運航路의 現況 = 82
1. 南北韓間 海運航路의 實態 = 82
2. 南北 海運協力과 航路開設 展望 = 85
第5節 南北韓 海運航路의 課題와 對策 = 86
1. 南北韓 海上運送의 問題點 = 86
2. 南北 海運航路의 活性化 對策 = 95
3. 南北 海運協力 事業의 期待 效果 = 97
第4章 沿岸旅客航路 活性化成果에 미치는 影響에 관한 實證分析 = 99
第1節 硏究模型設定과 變數測定 = 99
1. 硏究模型과 硏究假說 = 99
2. 變數의 定義와 測定方法 = 103
3. 資料蒐集과 硏究方法 = 107
第2節 沿岸旅客業體의 說問調査 實證分析과 診斷 = 111
1. 沿岸旅客業體의 經營實態分析 = 111
2. 沿岸旅客航路의 沮害要因分析과 診斷 = 118
3. 沿岸旅客航路의 活性化 要因分析과 診斷 = 123
第3節 沿岸旅客의 說問調査 實證分析과 診斷 = 129
1. 變數의 信賴性 分析 = 129
2. 變數의 妥當性 分析 = 132
3. 沿岸旅客航路 沮害要因·活性化要因과 需要增大效果간의 相關關係 分析 = 134
4. 多變量回歸分析과 分析結果 = 135
第4節 假說檢定結果 = 139
第5章 結論과 示唆點 = 145
第1節 分析結果의 要約 = 145
第2節 硏究結果의 示唆點 = 154
第3節 硏究의 限界와 向後 硏究課題 = 163
1. 硏究의 限界 = 163
2. 向後 硏究課題 = 164
參考文獻 = 166
附錄 : 說問紙 = 17
A Study on the Improvement of Marine Pollution Response Policy in Korea
Get PDFAs we know, the ocean plays a lot of important roles for human-beings to survive. We have long believed that the ocean cannot be polluted because it has the capability of self-purification, but unfortunately it has begun to polluted due to pollution arising from various pollutants, especially oil which is relevant to shipping in the sea.
After the Sea Prince oil spill accident in 1995, the korean government has taken a measure to establish an emergency response system and equip clean-up capacity against large spill, major contents of which are as followers :
First, Korea Marine pollution Response Corporation has been established as a non-government organization of recovery of spilled oil in order to improve private response capabilities.
Second, clean-up equipments, such as large clean-up vessels and oil fences for the open sea operation has been expanded.
Third, a national contingency plan on the large spill accidents has been established compliance with the provisions of Article 6 of the OPRC 1990.
However, there exist some problems in the national response system, such as cleary roles definition between government and private agenciesand training and exercises of clean-up personnel.
With the above problems in mind, this paper reviews the current issues on the national oil pollution response system and recommends policy-making to tackle to those problems.proper amendment of the Marine Pollution Prevention Act to incorporate major contents of the OPRC 1990목차
Abstract = v
제1장 서론 = 1
제1절 연구의 배경 및 목적 = 1
제2절 연구의 내용 및 방법 = 3
제2장 해양오염의 일반적 고찰 = 4
제1절 해양오염의 정의 및 실태 = 4
1.1 해양오염의 정의 = 4
1.2 해양오염의 실태 = 5
제2절 해양오염사고 현황 및 사고사례 = 9
2.1 해양오염사고 추이 = 9
2.2 주요 해양오염사례 분석 = 14
제3장 세계 주요 국？÷？ 해양오염 방제정책 = 24
제1절 영국/유럽 = 24
제2절 미국/캐나다 = 25
2.1 미국 = 25
2.2 캐나다 = 33
제3절 일본 = 34
3.1 해양오염방지법 = 34
3.2 해양오염방제체제 = 35
제4절 중국 = 39
4.1 해양오염방지법 = 39
4.2 해양오염방제체제 = 39
제4장 한국해양오염 방제정책의 현황과 문제점 = 42
제1절 한국 해양오염 방제정책의 현황 = 42
1.1 한국의 해양오염 방제정책 = 42
1.2 관할해역 현황 및 방제기자재 보유현황 = 44
1.3 해양오염 방제기술 = 62
제2절 한국해양오염 방제정책의 문제점 = 70
2.1 정부와 민간기관과의 역할분담 = 70
2.2 방제대응계획의 중복 및 누락 = 73
2.3 제도적인 문제점 = 75
2.4 방제교육훈련의 문제점 = 77
제5장 한국해양오염 방제정책의 개선방안 = 81
제1절 국가와 민간부문의 역할 정립 = 81
1.1 선진국의 국가 및 민간부문의 관계 = 81
1.2 한국의 경우 국가 및 민간부문의 역할 정립방안 = 84
제2절 국가 방제체제의 구축 방안 = 86
2.1 국가방제정책의 수립과 입법조치 = 86
2.2 국가방제체제의 구축 절차 = 90
제3절 OPRC협약의 가입 = 118
3.1 OPRC협약의 성립 = 118
3.2 OPRC협약의 주요내용 = 119
3.3 OPRC협약의 국내입법화 = 123
제6장 결론 = 126
참고문헌 = 12