북극해의 해상운송에서 나타나는 운항위험요인과 해상보험 활용가능성에 관한 연구

예병환 ( Yae Byung Hwan ) 배재대학교 한국-시베리아센터 2023 한국시베리아연구 Vol.27 No.2

북극지역은 빠른 속도로 진행되고 있는 지구온난화와 이상기온에 의해 북극의 해빙현상이 급속하게 진행되고 있다. 기후변화로 인한 환경의 변화는 인류의 과학적 영역과 생활공간을 크게 변화시키고 있다, 역설적으로, 기후변화와 지구온난화는 글로벌 생태계를 위협하는 재앙인 동시에, 북극지역에서의 새로운 에너지자원개발의 가능성과 함께 북극해의 활용 가능성을 전제로 한 북극항로의 상업화는 전 세계 무역항로의 변화와 함께 물류혁명을 예고하고 있다. 특히 북극항로를 활용한 국제해상물류루트로서 상용화 가능성과, 러시아 등 북극권 국가들의 크루즈 관광 등의 문화적 공간 확대의 가능성이 높아지고 있어 북극해의 해상운송은 국제해상운송의 혁신을 촉구하게 될 것이다. 해상운송에서는 수 많은 위험요인들이 존재한다. 유럽에서는 중세 이후 해상운송이 선박의 운항과정에서 나타나는 수 많은 위험요인들을 극복하면서 대항해시대에 비약적으로 발전하여 왔다. 콜롬부스의 신항로 개척과 동인도 교역의 비약적인 증가는 해상운송에는 나타날 수 있는 다양한 위험요인을 회피할 수 있는 합리적인 방안의 모색하면서 가능하였다. 해상운항의 위험을 회피하는 가정 대표적인 방법으로 모험대차방식이 이용되었으며, 이는 현대사회의 해상보험의 기초가 되었다. 북극해의 극한 환경적요인은 해상운송에서 위험을 더욱 가중시키게 된다. 북극해를 경유하는 해상운송과정에서 나타나는 위험요인은 크게 안전운항을 저해하는 운항위험요인과 운항과정에서 발생할 수 있는 환경오염과 같은 환경위험요인으로 구분할 수 있다. 북극해의 극한 환경으로 인해 북극해를 운항하는 선주와 해운회사들은 그들이 일반적으로 예상하는 것보다 더 많은 해상사고위험에 직면한다. 북극해를 경유하는 선박의 운항에는 안전운항을 위한 각종 시설과 관련 인프라가 적고, 극한의 기후환경으로 인하여 일반적인 항로를 운항하는 선박들에 비해 사고의 위험 또한 증가하게 된다. 북극항로의 활성화를 모색하는 과정에서 북극해의 운항과정에서 나타날 수 있는 다양한 위험요인들을 살펴보고 이러한 위험요인을 제거할 수 있는 다양한 수단으로서 북극해 해상운송의 활성화를 위한 효율적인 해상보험제도의 도입 방안을 모색한다. 북극해 해상운송과정에서 나타나는 사고 및 사고율에 관한 통계자료는 사고방지를 위한 사전조치를 취하거나 사고로 인한 추가비용을 추정하는데 중요한 자료가 될 뿐만 아니라, 또한 북극해 운항선박의 해상보험의 효율적인 보험요율을 책정하는데 중요한 자료가 될 것이다. Changes in the environment due to climate change are greatly changing the scientific domain and living space of mankind. Climate change and global warming are disasters that threaten the global ecosystem, while increasing the possibility of developing new energy resources in the Arctic. In addition, the commercialization of the Arctic route via the Arctic Ocean heralds a logistics revolution along with changes in global trade routes. In particular, as the possibility of commercialization as an international maritime logistics route using the Arctic route and the possibility of revitalizing cruise tourism in Arctic countries such as Russia are increasing, maritime transport in the Arctic Ocean will urge innovation in international maritime transport. There are numerous risk factors in sea transport. In Europe, since the Middle Ages, maritime transport has developed rapidly in the era of navigation, overcoming numerous risk factors that appear in the course of ship operation. The exploration of new routes in Columbus and the rapid increase in East India trade were made possible by seeking reasonable ways to avoid various risk factors that may appear in maritime transport. The adventure loan method was used as a representative way to avoid the risk of maritime operation, which became the basis for marine insurance in modern society. Extreme environmental factors in the Arctic Ocean add to the risk of sea transportation. Risk factors that appear in the process of maritime transport through the Arctic Ocean can be largely divided into operational risk factors that hinder safe operation and environmental risk factors such as environmental pollution that may occur during the operation. There are fewer facilities and related infrastructure for safe operation in the operation of ships through the Arctic Ocean, and the risk of accidents increases compared to ships operating on general routes due to the extreme climate environment. In the process of seeking the revitalization of the Arctic route, various risk factors that may appear in the operation of the Arctic Ocean are examined and ways to introduce an efficient maritime insurance system to revitalize Arctic sea transportation as a means to eliminate these risk factors. Research on accidents and accident rates that appear in the Arctic Ocean maritime transport process will be important data for setting the efficient insurance rate for marine insurance for ships operating in the Arctic Ocean

국제운송에서 해상운송인 보호제도에 대한 법적 고찰

장효은 전북대학교 동북아법연구소 2020 동북아법연구 Vol.14 No.2

Maritime transport refers to the transport of goods or passengers by ship at sea. In recent years, goods are the main object of maritime transport rather than passenger. More than 80% of the world's commodity trade is carried out by maritime transport due to various advantages of maritime transport. In international trade, maritime transport is a center of international transport has been developed with the development of shipbuilding technology, navigation and communication technology. Maritime transport has secured the economics and safety of transportation, and due to various advantages, more than 80% of the world's commodity trade is carried out by maritime transport. Ocean carriers are exposed to the risks at sea, which results in large losses. Thus, ocean carrier’s liability limits and other protection principles have long been recognized. The protection principles include liability limitation per package, special provisions of high-priced goods, unknown wording (or clause), marine insurance, letter of indemnity, etc. The protection principle is based on history, and on public policy. However, the protection principle is not absolute, and in certain cases its application is excluded or restricted, depending on the applicable domestic laws or international rules. Therefore, in order to protect the interests of the parties in maritime transport, an accurate understanding of the protection principles and limitations is required. 해상운송은, 해상에서 선박에 의하여 물건이나 여객을 운송하는 것을 말한다. 근래에는 여객운송보다는 물건운송이 해상운송의 주를 이루고 있다. 해상운송의 경제성과 안전성이 확보되어 있고, 다양한 장점으로 인하여 세계 상품무역의 80% 이상이 해상운송에 의하여 이루어지고 있다. 해상운송인은 해상고유의 위험에 노출되는데, 이러한 위험은 대형손실을 초래하게 된다. 따라서 해상운송인의 책임제한과 기타 보호제도는 오래전부터 인정되고 있다. 이러한 해상운송인의 보호제도로는 포장당 책임제한, 고가물의 특칙, 부지문구(부지약관) 등이 있고, 파손화물보상장과 해상보험도 해상운송인 보호기능을 하고 있다. 해상운송인 보호제도는 역사에 기원을 두고 있고, 주로 공공정책을 논거로 하고 있다. 그러나 해상운송인 보호제도는 절대적인 것이 아니고, 일정한 경우에는 그 적용이 배제되거나 제한되며, 세부적인 내용은 적용되는 국내법이나 국제규칙에 따라 차이가 있다. 따라서 해상운송에서 당사자의 이익을 보호받기 위해서는 해상운송인 보호제도와 그 제한에 대한 정확한 이해가 요구된다. 해상운송인이 이러한 보호제도를 남용하여 우월한 지위를 이용하여 면책조항을 남용하는 것은 화주의 이익을 침해하는 결과를 초래하는바, 해상운송인 보호와 면책조항의 제한의 균형이 필요하다.

컨테이너 해상운송서비스 선택요인에 관한 분석연구

韓鍾吉 韓日經商學會 2001 韓日經商論集 Vol.21 No.-

Previous studies about ocean transportation service were concentrating on decision-making and classification of selection criteria in over-all mode of ocean transport. This study, however, will be restricted to ocean container service only and high-lighten the difference of the selection criteria by shippers at the time of purchasing in ocean transportation of containers and is to verify specific factor of Korean shipper's choice and is to review how e-commerce and supply chain management (SCM) will be affected to shippers' selection criteria. Its results are as follows. First, price factor and customer service factor like punctual schedule, freight rate, service flexibility, documentation, lead time were regarded as the most important when shipper purchases the service on ocean container service, and it was revealed that safety/customer service factors such as container damage, service frequency, information feedback, SCM partnership, credit term, capability of e-commerce were also considered as the most important factor. However shipper did not take time/size factor and relationship factor including service coverage, terminal/equipment, multi-modal, relationship between companies, com-pany's image, insurance, national flag carrier very seriously at all. From the above fact, we can note that the most of carriers have already achieved the similar level of size factor in the wake of forming a strategic alliance, multi-modal, reinforcement of fleet and expansion of service coverage, and thus they can consider customer service by human resources and confidentiality as more important factor in terms of service quality. Second, so far as cargo volume is concerned, big shipper placed more weight on customer service factor in stead of price factor whilst in case of small shipper, price factor and relationship factor are the first consideration, which means that a decision-making about price is done by carrier exclusively in case of small shipper involved but in case of big shipper, customer service factor and safety factor are considered as the most important factors at the time of purchasing ocean service because a decision-making of price is total exercised by shipper. Third, the capability of e-commerce is considered by big shipper as one of the most important selection criteria and the bigger a shipper is the more important they think of partnership for performing SCM strategy to be required for shipper's globalization including s strategic cooperation between shipper and carrier and the above facts are saying that a strategic cooperation between shipper and carrier and establishment of collaboration for global sourcing will be visible smoothly in the future. And it also says that an offer of SCM service is becoming one of the important assignments to container carrier.

Volume Transport on the Texas-Louisiana Continental Shelf

Cho Kwang-Woo The Korean Society of Fisheries and Aquatic Scienc 1998 Fisheries and Aquatic Sciences Vol.1 No.1

Seasonal volume transport on the Texas-Louisiana continental shelf is investigated in terms of objectively fitted transport streamfunction fields based on the current meter data of the Texas­Louisiana Shelf Circulation and Transport Processes Study. Adopted here for the objective mapping is a method employing a two-dimensional truncated Fourier representation of the streamfunction over a domain, with the amplitudes determined by least square fit of the observation. The fitting was done with depth-averaged flow rather than depth-integrated flow to reduce the root-mean-square error. The fitting process filters out $11\%$ of the kinetic energy in the monthly mean transport fields. The shelf-wide pattern of streamfunction fields is similar to that of near-surface velocity fields over the region. The nearshore transport, about 0.1 to 0.3 Sv $(1 Sv= 10^6\;m^3/sec)$, is well correlated with the seasonal signal of along-shelf wind stress. The spring transport is weak compared to other seasons in the inner shelf region. The transport along the shelf break is large and variable. In the southwestern shelf break, transport amounts up to 4.7 Sv, which is associated with the activities of the encroaching of energetic anticyclonic eddies originated in Loop Current of the eastern Gulf of Mexico. The first empirical orthogonal function (EOF) of streamfunction variability contains $67.3\%$ of the variance and shows a simple, shelf-wide, along-shelf pattern of transport. The amplitude evolution of the first EOF is highly correlated (correlation coefficient: 0.88) with the evolution of the along-shelf wind stress. This provides strong evidence that the large portion of seasonal variation of the shelf transport is wind-forced. The second EOF contains $23.7\%$ of the variance and shows eddy activities at the southwestern shelf break. The correlation coefficient between the amplitudes of the second EOF and wind stress is 0.42. We assume that this mode is coupled a periodic inner shelf process with a non-periodic eddy process on the shelf break. The third EOF (accounting for $7.2\% of the variance) shows several cell structures near the shelf break associated with the variability of the Loop Current Eddies. The amplitude time series of the third EOF show little correlation with the along-shelf wind.

Keyword network analysis: Uncovering research trends on the Northern Sea Route

Nguyen Thi Le Hang,박성훈,여기태 한국해운물류학회 2021 The Asian journal of shipping and Logistics Vol.37 No.3

The Northern Sea Route (NSR) has gradually become viable because of sea ice melting in the Artic. There isa large and diverse body of research on the NSR, investigating aspects such as weather, the environment,legal security, infrastructure and technologies, shipping transportation, and economic issues. However,there has been scant research carried out from a macroscopic perspective on NSR research trends. Thepurpose of this study is to analyze the trends in research about the NSR by applying a social networkanalysis. By collecting keywords from academic papers on the NSR, a network of keywords and twoindexes (degree centrality and betweenness centrality) are accessed and analyzed. The results showthat the trends can be divided into three periods (1899–1999, 2000–2009, 2010–2019). Throughoutall periods, the issue of climate change causing the ice in the Arctic to melt has been a consideration formany scholars. In addition, “national security” and “oil exploitation” were important keywords in the firstperiod. In the second period (2000–2010), in addition to words related to the environment, such as “seaice” and “climate change,” the term “ocean transport” appears and becomes a central topic of research.This is because when the NSR has a non-icy period, ocean transport through the NSR can be deployed.The research trends become obvious in the third period (2011–2019) with two primary research areas:climate change and shipping area, which accurately measure the benefit and cost. This paper shows theimportance of the NSR, reviews the main research topics involving the NSR, and informs researchers andauthorities as to the trends in academic research on the NSR.

해양도시권 관광교통 통합지원체계 구축방향 연구

최창호(Chang-Ho Choi) 한국항만경제학회 2015 韓國港灣經濟學會誌 Vol.31 No.3

본 연구는 여수시권의 해양관광교통체계 구축 방향을 강구하였다. 우리나라 남해안의 해양관광을 활성화시키기 위해서는 중심에 위치한 여수시의 효율적인 관광교통체계 구축이 필요하기 때문이다. 연구의 진행은 여수시권의 해양관광교통체계의 문제점을 분석하고, 이를 미국의 베이지역(Bay Area)과 비교하여 개선방안을 도출하였다. 연구 과정에서 여수시권의 해양관광 지원 교통체계는 광역교통과 도시교통 및 교통정보 체계 등에서 베이지역에 비해 미흡하게 평가되었다. 이에 따라 본 연구는 광역교통수단과 도시교통수단을 해양관광교통수단과 연계시키는 지원교통체계의 구축방향을 제시하였고, 추가적으로 여수시 인접지역과의 해양관광 공조 지원교통체계 구축방향도 다루었다. 또한 해양관광 지원 통합교통정보 제공방향도 제안하였다. 이 같은 해양관광교통 통합지원체계 구축을 통해서 교통비용과 통행시간의 절감이 가능하게 된다. The present study examines how to construct a transport system for tourism in the marine city area of Yeosu. An effective tourism transport system is needed in Yeosu to promote ocean tourism in Korea’s southern coastal region. The problems in Yeosu’s transport system for ocean tourism were identified by comparing it with the Bay Area in the United States; future improvement methods were deduced accordingly. The transport support system for ocean tourism in Yeosu area was insufficient in many aspects compared with the Bay Area, such as intercity transportation, urban transport systems, and transport information systems. Thus, this study suggests various approaches to building a new ocean tourism transport support system in Yeosu. Connecting transport modes and ocean tourism resources, such as linking intercity and urban transport modes with ocean tourism transport modes, is suggested. It is also recommended that a cooperative transport support system be established for ocean tourism in the neighboring regions of Yeosu. Furthermore, an integrated transport information system for ocean tourism needs to be provided to connect the system efficiently with ocean tourists. This integrated transport support system could lead to a decrease in the cost and time needed for travel.

Year-to-Year and Inter-Decadal Fluctuations in Abundance of Pelagic Fish Populations in Relation to Climate-Induced Oceanic Conditions

Gong, Yeong*,Young-Sang Suh,In-Seong Han,Ki-Tack Seong 한국생태학회 2008 Journal of Ecology and Environment Vol.31 No.1

Ocean climate variables (1900~2005), time series of catches (1910~2005) and body size data were used to assess the year-to-year and decadal scale fluctuations in abundance of the fish populations (Japanese sardine, anchovy, jack mackerel, chub mackerel, Pacific saury and common squid) that have spawning grounds in the East China Sea and its adjacent regions. A negative correlation between the abundance of pelagic fishes (e.g. jack mackerel) in the Tsushima Warm Current (TWC) region and the Kuroshio-Oyashio Current (KOC) region was attributed to the climatic modulation of larval transport and recruitment, which depends on the winter monsoon-induced drift, current systems, and spawning season and site. The changes in abundance and alternation of dominant fish populations in the two regions in the 1930s, 1970s, and late 1980s mirrored changes in the climate indices (ALPI, AOI and MOI). Oscillations in the decadal climate shifts between the two regions led to zonal differences in larval transport and recruitment, and hence differences in the abundance of the pelagic fish populations. During deep Aleutian Lows, as in the 1980s, larval transport from the East China Sea to the KOC region increases in association with the strong winter Asian monsoon, cool regime and increased volume transport of the Kuroshio Current systems, whereas during a weak Aleutian Low (as in the 1990s), larval transport to the TWC region increased in association with a weak winter Asian monsoon, a warm regime, and increased volume transport of the Tsushima current system. We postulate that the increased chub mackerel abundance in the TWC region and the decreased abundance in the KOC region in the 1990s are partly attributed to changes in recruitment and availability to the fishing fleets under the warm regime in the spawning and nursery grounds in the East China Sea in association with the quasi-steady state of mild winter monsoon in the 1990s. The fluctuations in chub mackerel and jack mackerel abundance are under the environment-dependant growth form, although the tropicalization was identified in the TWC region. The density-dependant growth form was found in Japanese sardine populations, but no tropicalization by fishing was identified in the long (10~15 year) periods of abundance despite their short (3~4 year) generation time, suggesting that the environment-dependant growth form drove the changes in abundance. Year-to-year and decadal scale variations in abundance and population structure of the Pacific saury responded to climate regime shifts (1976/1977, 1988/1989), suggesting that the fish is a key bio-indicators for changes in the ecosystem. Ocean climate variables (1900~2005), time series of catches (1910~2005) and body size data were used to assess the year-to-year and decadal scale fluctuations in abundance of the fish populations (Japanese sardine, anchovy, jack mackerel, chub mackerel, Pacific saury and common squid) that have spawning grounds in the East China Sea and its adjacent regions. A negative correlation between the abundance of pelagic fishes (e.g. jack mackerel) in the Tsushima Warm Current (TWC) region and the Kuroshio-Oyashio Current (KOC) region was attributed to the climatic modulation of larval transport and recruitment, which depends on the winter monsoon-induced drift, current systems, and spawning season and site. The changes in abundance and alternation of dominant fish populations in the two regions in the 1930s, 1970s, and late 1980s mirrored changes in the climate indices (ALPI, AOI and MOI). Oscillations in the decadal climate shifts between the two regions led to zonal differences in larval transport and recruitment, and hence differences in the abundance of the pelagic fish populations. During deep Aleutian Lows, as in the 1980s, larval transport from the East China Sea to the KOC region increases in association with the strong winter Asian monsoon, cool regime and increased volume transport of the Kuroshio Current systems, whereas during a weak Aleutian Low (as in the 1990s), larval transport to the TWC region increased in association with a weak winter Asian monsoon, a warm regime, and increased volume transport of the Tsushima current system. We postulate that the increased chub mackerel abundance in the TWC region and the decreased abundance in the KOC region in the 1990s are partly attributed to changes in recruitment and availability to the fishing fleets under the warm regime in the spawning and nursery grounds in the East China Sea in association with the quasi-steady state of mild winter monsoon in the 1990s. The fluctuations in chub mackerel and jack mackerel abundance are under the environment-dependant growth form, although the tropicalization was identified in the TWC region. The density-dependant growth form was found in Japanese sardine populations, but no tropicalization by fishing was identified in the long (10~15 year) periods of abundance despite their short (3~4 year) generation time, suggesting that the environment-dependant growth form drove the changes in abundance. Year-to-year and decadal scale variations in abundance and population structure of the Pacific saury responded to climate regime shifts (1976/1977, 1988/1989), suggesting that the fish is a key bio-indicators for changes in the ecosystem.

조선후기 연안항해와 外洋航路의 개척

고동환(Ko, Dong-Hwan) 연세대학교 국학연구원 2013 동방학지 Vol.161 No.-

해금정책(海禁政策)을 고수했던 조선정부는 대명률을 근거로 외양항해를 금지하였다. 외양항해금지령을 어겼을 경우 뱃사람뿐만 아니라 해당지역의 수령이나 병수사(兵水使)도 처벌하였 다. 낮에는 육안으로 식별할 수 있는 목표물을 통해 방향을 잡았고, 밤에는 별자리를 관측하여 항해하는 것이 연안항해의 일반적 항해술이었다. 연안 항해를 규정하는 것은 조류와 바람이 었다. 바람이 없을 경우 소형 선박들이 뒤에서 노로 밀어 대형선박의 운항을 돕기도 했다. 야간이나 안개가 끼었을 경우 나침반을 활용하여 방향을 잡았 다. 야간항해도 주간항해에 비해 위험 했지만 일반적으로 행해졌다. 조선후기에는 선박의 규모가 점차 커졌다. 대형선박이 수심이 낮고 암초가 많은 해역을 통과하는 것은 매우 어려웠기 때문에 외양항로를 택하여 운항하였다. 외양항로는 바람을 제어할 수만 있다면 연안항해에 비해 훨씬 빨랐다. 외양항해는 18세기 후반 대형선 박을 소유한 경강선인(京江船人)과 선상(船商)이 선도하고, 조운선과 지토선과 어선이 합류하면서 19세기에는 점차 보편화되어 갔다. 특히 연해지역의 개발로 인해 경제적 이익을 선점하려는 연해주민들의 모험심이 외양항해를 더욱 촉진시켰다. 고려시대에 비해 후퇴했지만, 조선 시대의 해운은 정체 상태로 머물렀던 것은 아니다. 개항이후 서양 기선이 주도하는 외양항해에는 미치지 못한다고 해도 조선의 뱃사람들도 외양항해의 이점을 충분히 인지하여 이를 실행에 옮기고 있었다. 이러한 사실은 조선시대 해운이 도달한 수준을 보여줄 뿐만 아니라 해운에서 조선사회의 내재적 발전을 보여주는 사례로 평가할 수 있을 것이다. The Chosun government which adhered to the strategy of sea defense prohibited the marine voyage on the basis of the Great Ming Code. The violation of the rules of marine voyage ban was subject to the punishment not only sailors but also the governor, commander of army & navy in the concerned district. The direction of the daytime Coastal voyage was taken through identifiable objects by naked eyes, and at night the voyage was performed by observing constellations. The voyage of costal area was determined by the tide & wind. If there was no wind, the voyage of large ships was assisted by the push of small ships behind with their oars. At night or foggy days, the direction was taken by the use of compass. It was taken 20 days from southern coastal region of Jeonla, 7∼9 days from coastal area of south of Geumgang, and 8 days from Geum River Estuary for a transport ship to arrives at Seoul. But the large ship sailed through by taking the Ocean passage due to the difficulty of sailing in low depth & many sea reefs costal passages. The Ocean passage was much faster than the costal voyage provided the wind can be controlled. The Ocean voyage gradually became common in the latter period of the 18th century by the lead of Han river sailors & maritime merchants as well as joining grain transport ships, local ships, and fishery ships. Specially, in connection with the development of the coastal areas, the adventurism of coastal residents who intended to take advantage from it promoted further the Ocean voyage. Though there could not be matched with the Ocean voyage led by steamships of western countries after the period of open port, but those sailors of Chosun dynasty performed about it through complete recognition of the merit of Ocean voyage. This not only indicated the level of shipping transport attained by Chosun dynasty but being an example to have shown the Intrinsic development of shipping in the Chosun society.

국내·외 방사성폐기물 해상운반 현황 및 침몰사고 시 일반인 선량평가 사례 분석

오가은,곽민우,김혁재,김광표,Ga Eun Oh,Min Woo Kwak,Hyeok Jae Kim,Kwang Pyo Kim 한국방사선산업학회 2024 방사선산업학회지 Vol.18 No.1

Demand for RW transportation is expected to increase due to the continuous generation of RW from nuclear power plants and facilities, decommissioning of plants, and saturation of spent fuel temporary storage facilities. The locational aspect of plants and radiation protection optimization for the public have led to an increasing demand for maritime transportation, necessitating to apprehend the overseas and domestic current status. Given the potential long-term radiological impact on the public in the event of a sinking accident, a pre-transportation exposure assessment is necessary. The objective of this study is to investigate the overseas and domestic RW maritime transportation current status and overseas dose assessment cases for the public in sinking accident. Selected countries, including Japan, UK, Sweden, and Korea, were examined for transport cases, Japan and the U.S were chosen for dose assessment case in sinking accidents. As a result of the maritime transportation case analysis, it was performed between nuclear power plants and reprocessing facilities, from plants to disposal or intermediate storage facilities. HLW and MOX fuel were transported using INF 3 shipments, and all transports were performed low speed of 13 kn or less. As a result of the dose assessment for the public in sinking accident, japan conducted an assessment for the sinking of spent fuel and vitrified HLW, and the U.S conducted for the sinking of spent fuel. Both countries considered external exposure through swimming and working at seashore, and internal exposure through seafood ingestion as exposure pathway. Additionally, Japan considered external exposure through working on board and fishing, and the U.S considered internal exposure through spray inhalation and desalinized water and salt ingestion. Internal exposure through seafood ingestion had the largest dose contribution. The average public exposure dose was 20 years after the sinking, 0.04 mSv yr^-1 for spent fuel and 5 years after the sinking, 0.03 mSv yr^-1 for vitrified HLW in Japan. In the U.S, it was 1.81 mSv yr^-1 5 years after the sinking of spent fuel. The results of this study will be used as fundamental data for maritime transportation of domestic RW in the future.

‘글로벌 자유경제’에서 제국민족주의의 ‘통제경제’로 - 독일의 해상운송보험을 중심으로 1890~1916

박상욱 부경대학교 인문사회과학연구소 2019 인문사회과학연구 Vol.20 No.1

The First World War was a significant historical event that changed the historical course of the twentieth century. Especially, the economic change of Germany around the First World War is a great concern to the historians. In the early 20th century, the German ocean was divided into two powerful flows. One of them was the so-called 'imperial nationalism' and the movement to put the exclusive interests of the German people and empire as top priority. Emperor Wilhelm II, the Emperor of Germany, who set the empire and colony as the future and ground goal of the German Ocean, was its centerpiece. Germany's maritime transport insurance was a very important area for both imperial nationalism and the global free economy, which recognized the ocean as a new future possibility. German maritime transport insurance in the late 19th and early 20th centuries had the best operating environment due to economic globalization and deepening economic interdependence. Nevertheless, its position was gradually diminishing. Imperial nationalism was the cause of strengthening. World War I also resulted in the shaking of the foundation of free economic activity in Germany's maritime transport insurance. Exclusive nationalism, which prioritized the interests and expansion of the German Empire, was the common essence underlying the free and controlled economy of the late nineteenth century at the end of the nineteenth century. In particular, under the background of this imperial nationalism, German marine insurance was organized through the economic intervention of the state. And the active intervention of the state has faced strong opposition in the area of ​ ​ marine transportation insurance. There was anxiety and concern that the free market economy could be monopolized and distorted by the intervention and interference of the state. However, opposition to national intervention and interference by the German maritime transport industry was ultimately frustrated. The apparent cause was war, but the real reason was German imperial nationalism. The German maritime was regarded as a means for German nationalism by the German empire in free and controlled economies. 제1차 세계대전은 20세기의 역사적 흐름을 바꾸어 놓은 중대한 역사적 사건이다. 특 히 1차 대전을 전후한 독일의 경제적 변화는 역사가들에게 중대한 관심사이다. 20세기 초반 독일의 해양은 두 개의 강력한 흐름으로 양분되어 있었다. 그 중 하나는 이른바 ‘제 국민족주의(Reichsnationalismus)’로서 독일의 민족과 제국의 배타적 이익을 최우선으 로 하려는 움직임이었다. 제국과 식민지가 독일해양의 미래이자 지상목표라고 설정한 독일 황제 빌헬름 2세가 그 구심점이었다. 독일의 해상운송보험은 해양을 새로운 미래의 가능성으로 인식했던 제국민족주의와 글로벌 자유경제 모두에게 매우 중요한 영역이었다. 19세기 말과 20세기 초반의 독일 해 상운송보험은 경제의 세계화와 경제적 상호 의존도의 심화로 인한 최고의 영업환경을 가지고 있었다. 그럼에도 불구하고, 그 입지가 점차 줄어들고 있었다. 제국민족주의가 강 화가 원인이었다. 또한 제1차 세계대전은 독일의 해상운송보험의 자유로운 경제활동의 기반을 흔드는 결과를 가져왔다. 독일제국의 이익과 팽창을 우선으로 하는 배타적 민족주의가 19세기말 20세기 초의 자유경제와 통제경제의 기저에 있었던 공통의 본질이었다. 특히 이러한 제국민족주의 의 배경 하에 독일 해상보험이 국가의 경제개입을 통하여 조직화된 것은 사실이었다. 그 리고 국가의 적극적인 개입은 해상운송보험의 영역에서 거센 반발에 부딪혔다. 국가의 개입과 간섭으로 인한 자유 시장 경제가 독점화되고 왜곡될 수 있다는 불안과 염려가 있었기 때문이었다. 그러나 독일 해상운송업계의 국가 개입과 간섭에 대한 반대는 결국 좌 절되었다. 표면적인 명분은 전쟁이었지만, 실질적인 이유는 독일의 제국민족주의였다. 독일의 해양은 빌헬름2세 초기의 자유경제정책과 후기의 통제경제정책에서도 독일제 국의 민족주의를 위한 수단으로 간주되었다.