• Journal of Navigation and Port Research
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• v.41 no.6
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• pp.373-380
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• 2017

Operational errors caused by human factors, which is the major cause of marine accidents, include lack of knowledge, misunderstanding knowledge, and inadequate procedures. Recently, the type of propulsion mounted on KCG cutters has been diversified. In particular, the water jet propulsion unit, which was mainly installed in small boats, have been gradually expanded to medium and large size Coast Guard cutters, reaching 50% of the total. Axes types are divided into 2 to 4, and the bucket types are divided into Double Reverse Bucket(DRB) and Single Reverse Bucket(SRB); in these, the backward and steering control methods are completely different. Diversification of these operating systems can increase factors causing human error by the ships' operators. However, there is a lack of research on the maneuvering methods, considering the inherent active characteristics of each type of water jet. In this paper, we analyze the sideway method suitable for the condition of Coast Guard Exclusive wharf without assistance, based on the astern performance of each type. Then, a ship handling simulator was used for the experiment; they compared and verified through interviews of captains.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.4
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• pp.309-316
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• 2020

Waterway design should prioritize appropriate channel width to ensure preferential safe passage for the arrival and departure of vessels. To calculate the minimum channel width required for safe passage a comprehensive review of several factors is required. These factors include vessel maneuverability, determined by vessel size, type and speed; environmental factors such as wind, tide, and wave action; human factors, including personal experience and operator judgment as well as marine traffic and navigation support facilities for decision making. However, the Korean channel width design standard is based only on vessel length, and requires improvement when compared with the standards of PIANC, USA, and Japan. This study aims to estimate the appropriate channel width required for one-way traffic in a straight channel, considering various vessel and environmental factors, using Fast Time Simulation (FTS). When the wind speed is 25 knots, with a current speed of 2 knots and a normal vessel speed of 10 knots FTS shows that a 150K GT Cruise Ship requires a minimum channel width of 0.67-0.91 the vessel length (L), whereas a 120K TEU Container Ship and a 300K DWT VLCC require 0.79-1.17 and 1.02-1.59, respectively. Such results can be used to calculate the minimum channel width required for safe passage as an improved Korean design standard.

• Korean Journal of Computational Design and Engineering
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• v.16 no.3
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• pp.227-235
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• 2011

Ship handling simulator should have capabilities of calculating ship motions (heave, pitch, and roll) at given sea state and displaying the calculated motions through a real-time 3D visualization system. Motion solver of a ship handling simulator generally calculates those motions in addition to position for an own ship, a main simulation target, but provides only position information for traffic ships. Therefore, it is required to simulate real-time traffic ship and buoy motions coupled with ocean waves in a ship handling simulator for the realistic visualization. In the paper, the authors propose a simple dynamics model by which ship and buoy motions are calculated with the input data of wave height and discuss a method for the implementation of a ship and buoy motions calculation module.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.11a
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• pp.73-80
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• 2004

Recently, many maritime accidents have been increased and the collisions due to human error are given a great deal of proportions out if them We develop the Real-time Collision Risk Monitoring System (CRMS) for the navigational officers to cope with the emergency situation promptly and thus to reduce the probability if casualty. In this study, the risk of collision is evaluated by two kinds if method. The first method is based on Fuzzy algorithm, which evaluates the risk of collision between traffic ships. The second method is based on Environmental Stress (ES) Model, where the total risk if collision is evaluated by the environmental stress felt by human. The developed real-time CRMS has been installed to the ship handling simulator system and its capabilities have been tested through simulator experiments.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.2
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• pp.131-138
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• 2017

Lately, Internet-based vessels have begun to appear at sea with the development of ICT. Thereby crews have gained easy Internet access through increased smartphone portability. However, the side effects of smartphone use while on watch, have not been studied seriously despite being a reality. In this study, simulation experiments were carried out using a Ship Handling Simulator in order to distinguish the risks of using a smartphone while on watch. Proximity Evaluation, Control Evaluation, Subjective Evaluation and Situation Awareness to the dangerous situation were used to quantify risk during simulation, and analysis results were compared with cases when using and not using a smartphone. It was found that the degree of risk increased between 1.3 to 3 times given smartphone use. Consequently, this paper represents foundation for the restriction of smartphone use and proposes smartphone usage guideline for ship navigation.

• Journal of Navigation and Port Research
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• v.33 no.1
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• pp.43-50
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• 2009

Recently, many maritime accidents have been increased and the collisions due to human error are given a great deal of proportions out of them We develop the Real-time Collision Risk Monitoring System (CRMS) for the navigational officers to cope with the emergency situation promptly and thus to reduce the probability of casualty. In this study, the risk of collision and grounding is evaluated by two kinds of method. The first method is based on Fuzzy algorithm, which evaluates the risk of collision between traffic ships. The second method is based on Environmental Stress (ES) Model, where the total risk of collision and grounding is evaluated by the environmental stress felt by human. The developed real-time CRMS has been installed to the ship handling simulator system and its capabilities have been tested through simulator experiments.

• Journal of Navigation and Port Research
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• v.42 no.4
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• pp.277-282
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• 2018

Recently, the Vessel Traffic Service (VTS) coverage has expanded to include coastal areas following the increased attention on vessel traffic safety. However, it has increased the workload on the VTS operators. In some cases, when the traffic volume increases sharply during the rush hour, the VTS operator may not be aware of the risks. Therefore, in this paper, we proposed a new method to recognize ship movement anomalies automatically to support the VTS operator's decision-making. The proposed method generated traffic pattern model without any category information using the unsupervised learning algorithm.. The anomaly score can be calculated by classification and comparison of the trained model. Finally, we reviewed the experimental results using a ship-handling simulator and the actual trajectory data to verify the feasibility of the proposed method.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2009.10a
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• pp.62-63
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• 2009

A monitoring system of collision risk among multiple ships is newly-designed in order to reduce human error and make vessel traffic control more effective. By using AIS data as ships' navigational information, an estimation algorithm of collision risk among multiple ships is newly-designed. To consider ships' course of now and future, collision risks of multiple ships can be calculated by using fuzzy algorithm. To test the performance of new algorithm, replay simulations are carried out on actual AIS data collected from VTS center of Ulsan harbor in Korea. The AIS data include 25 ships' information for two hours. In this paper, the features of newly-designed estimation algorithm of collision risk and the results of replay simulation are discussed.

• Journal of the Korean Society of Marine Environment & Safety
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• v.15 no.1
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• pp.57-62
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• 2009

In order to investigate the hydrodynamic interaction between the tug-barge and bank or ship which is crossing to the opposite direction, the towing simulations of tug-barge transportation were performed. Heading of barge, yaw moment and lateral force of tug boat were obtained by this simulation. The characteristics of results were analyzed and the safety towing method for tug-barge operation was proposed. In order to reduce the slewing motion of barge for safe towing operation, the speed of tug boat should be kept slow ahead state with shortened towing line as length of barge within the limits of the possible.

• Proceedings of KOSOMES biannual meeting
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• 2003.11a
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• pp.67-73
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• 2003

In these days, several bridges have been built or under construction over navigational channel in Korea In these cases there must be careful consideration for the marine safety of vessels to be passed by below the bridge. This paper aims to analyze the factors influencing maritime traffic safety and to figure out ample width of main span of these kinds of bridges through the reference study and FMSS.