해양오염사고가 발생하면 삼면이 바다인 우리나라는 막대한 피해를 입게 된다. 국내 해양오염사고를 분석한 결과 오염원 대부분이 소형어선과 예인선이었으며 특히, 예인선의 좌초에 의한 해양오염사고 발생률이 높아 시급한 안전대책이 요구된다. 본 연구의 목적은 해양오염사고의 주요 오염원인 예인선에 의한 좌초사고 예방방안을 마련함으로써 2차적으로 발생 가능한 해양오염사고를 감소시키는데 있다. 이러한 방안을 마련하기 위하여 보령해역을 운항하는 예인선 61척의 GPS 플로터에 과거 좌초사고 발생위치 63개소를 표시하고 선장들에게 표시된 좌초위치를 주의하여 확인하면서 운항하도록 하는 실험을 하고 효과여부를 조사하였다. 실험결과 20개월의 실험기간 동안 피험선박에 의한 좌초사고 발생이 한 건도 없었고 선장대상 설문조사 결과 응답자 40명 중 36명(90%)이 안전항해에 상당한 도움이 되었다고 응답하여 실험 효과가 검증되었다. 실험결과를 적용하여 GPS 플로터에 좌초사고 위치표시 및 알려지지 않은 암초 위치정보를 홈페이지에 게시하는 등의 방법으로 제조사 및 사용자에게 정보제공 방안 제안 등 다양한 좌초사고 예방에 관한 정책제언을 하였다.

According to a statistics, a number of traffic accident by bridge pier and independent fixed object crash accident has been increased. we evaluated a car damage and passenger injury through vehicle accident reconstruction test of independent fixed object crash accident. A damage of crash accident car based on accident investigation report was similar to demage of 27km/h reconstruction test car, and therefore we can find the speed of crash accident car is 20km/h～30km/h. It is very low that the skull fracture and injury possibility of AIS 4 above in 37km/h and 27km/h reconstruction test car. It is very high that injury possibility in 70km/h reconstruction test car. Also, it is not high that impact of the driver and passenger's lower body(thigh, shin, ankle) in 37km/h and 27km/h reconstruction test car. On the other hand, it is very high that impact of head, chest and thigh of the driver and passenger in 70km/h reconstruction test car.

In this study, with the objects of 173 institutions of university and research institutions, investigation was carried out through visit investigation ar d questionnaire investigation. Frequency and severity of occurrences was acquired mainly through universities and research institutions which have reported occurrences of accidents to the Ministry of Education, Science, and Technology. Quantitative danger evaluation was conducted through frequency and strength of occurrences. Case study was carried out by selecting bio science laboratory of university and as the result of this study, degree of danger among the inspection objects of bio science laboratories, laboratory work place was evaluated as the most dangerous with the scores of 155.00 and as the result of average danger level, compression gas cylinder was evaluated as the most dangerous with the scores of 6.4000.

In this study, with the objects of 173 institutions of university and research institutions, investigation was carried out through visit investigation and questionnaire investigation. Frequency and strength of occurrences was acquired mainly through universities and research institutions which have reported occurrences of accidents to the Ministry of Education, Science, and Technology. Quantitative danger evaluation was conducted through frequency and strength of occurrences. Case study was carried out by selecting bio science laboratory of university and as the result of this study, degree of danger among the inspection objects of bio science laboratories, laboratory work place was evaluated as the most dangerous with the scores of 155.00 and as the result of average danger level, compression gas cylinder was evaluated as the most dangerous with the scores of 6.4000.

The main objective of this paper is to search whether containment vessel's best pressure may increase until how long when loss of coolant accident (LOCA) happened in containment vessel of Ulchin nuclear power plant 1 and 2. Another goal of this research is to find the influential factors that increase containment vessel pressure. Model for this research is Ulchin nuclear power plant 1 with 10 cycles. Data were collected by simulator of Ulchin nuclear power plant 1 and design of experiment was used for data analysis. For the experiment, seven factors that are going to influence in containment vessel pressure were chosen. It was found that fatter which influences in early rise of containment vessel pressure after LOCA is only explosion size. Also, containment vessel's best pressure (3.74 bar.a) was much lower than limit (4.86 bar.a) of FSAR (Final Safety Analysis Report).

We studied the characteristics of marine casualties within the area under control of Korea National Maritime Police and leeway of drifting vessel. According to 5 years＇(1995~1999) data of casualties, it was found that the occurrence of casualties by fishing boats ranked the highest and a considerable numbers of casualties took place more than 20 miles off the shore. From a result of field experiment of G/T 50 tons vessel off Busan harbor on Apr. 26~28, 2000, we computed that the linear equation of leeway speed(cm/s) was 1.01×U(U : wind speed in m/s)+11.36 with correlation coefficient between wind speed and leeway speed being 0.252 and we found leeway angle range from +87˚(right) to -78˚(left ) of the downwind direction.

본 논문에서는 선박의 예인에 필요한 예인력의 계산과 이를 검증하기 위한 실험 결과에 대해 언급하고 있다. 먼저 예인력의 계산에 있어서는 선박의 마찰저항, 풍압저항, 조파저항을 고려하였다. 아울러 프로펠러가 고착된 상태를 가정하여 프로펠러 저항을 계산하였다. 이와 더불어 예인 시 사용되는 예인삭에 걸리는 부가저항을 노드분석법을 적용하여 계산하였고, 선체 저항과 예인삭에서의 부가저항을 합하여 최종 적인 예인저항을 도출하였다. 계산된 결과값의 유효성을 검증하기 위하여 목포해양대학교 실습선 새유달호를 활용하여 해상에서 예인실험을 수행하였고 이론적인 계산 결과와 실험 결과에 대한 비교를 행하였다. 소요 예인력의 이론적인 계산에서 주요한 요소는 예인속력임을 알 수 있 었고, 예인속력의 증가에 따라 프로펠러 고착 저항이 저항의 주요한 부분을 차지하는 것을 확인하였다. 실제 실험을 통해서는 선박의 요잉에 의한 저항 증가분을 고려하는 것이 필요하다는 것을 알 수 있었다.