• The Journal of the Institute of Internet, Broadcasting and Communication
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• v.16 no.6
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• pp.119-123
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• 2016

In the coastal area, many kind of vessels are operating and exposed to the various marine accidents. In particular, small-size vessels, which are not equipped with the safety equipment, are in the defenceless state to the marine accidents such as the accident according to vessel's own state caused by the diverse reasons and the collision with the neighborhood vessels and objectives. So it is necessary to resolve these situations through the inexpensive equipment. This paper implements the function that can detect vessel's own motion using Smart Phone. if the motion is over the threshold value assigned, this function decides that the current situation is dangerous for this vessel. So this function informs Smart Phone's ower in the vessel and the control center of this situation. This function can be applied to small-size vessels, such as fishing boating, passenger ship, and leasure boat, which have few the safety equipments, and then improve vessel's safety navigation.

• Journal of Navigation and Port Research
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• v.28 no.5
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• pp.449-454
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• 2004

These days ships medical treatment is under unfavorable circumstances, because there is no professional doctor who can diagnose and treat the patients accurately on the ships. Therefore, ship's telemedicine should be urgently actualized to elevate the crew's my of boarding life and welfare. A purpose of this research is to develope the telemedicine system which can acquire the patient's informations like ECG and phonocardiogram used for the diagnosis and transmit those to the doctors of shore medical center. In this paper, we designed the communication part which could transmit the bio-signals acquired from the developed ship's digital ECG and stethoscope based on personal computer by the INMARSAT Also we inspected data errors through the comparison between the sent and received data And we confirmed the possibility and compatibility of the telemedicine using ship's communication system.

• Journal of the Society of Naval Architects of Korea
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• v.28 no.2
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• pp.293-306
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• 1991

During the last few years recommendations or regulations concerning permissible noise levels on shirts have been issued by the authorities in most countries. For these reasons the need for useful and accurate noise prediction computer programs has been emphasized. A noise prediction program can make it possible to find the most economical solution to achieve a certain noise requirement. This paper attempts to develop a noise prediction computer program using statistical energy analysis(SEA). In this paper, the SEA is used to predict the sound transmission loss for airborne noise and the vibration amplitude of the panel consisting of ship spaces such as floor, wall, and ceiling for structureborne noise. And in order to verify the prediction, a small passenger vessel, G/T120 tons, is selected. It has been shown that the prediction is capable of giving results in good practical agreement with measurements and therefore it is useful for predicting the nolle levels in ships and establishing the countermeasures at early design stage.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.6
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• pp.652-660
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• 2017

Recently, the number of tourists using cruise ships in Korea is increasing. and an big cruise ship with an gross tonnage of 160,000 tons or more has entered the domestic ports. Therefore, the government has been making a lot of efforts to confirm the cruise infrastructure for revitalization of the domestic cruise industry. However, there are no standards for cruise ship specifications and water facilities in the domestic port and fishery design standards. Currently, construction of dedicated cruise facilities is under way in major domestic ports. However, due to lack of specifications and domestic standards for cruise ships, it is difficult to design and license special facilities. Therefore, in this study, PIANC rule and domestic harbor and designing standard of fishing port were compared and analyzed in order to present the standard specification of cruise ships. And analyzed the representative linearity of cruises currently being operated. As a result of the ship characteristics analysis, There was a difference in coastal passenger ship in specifications and ship maneuverability. Therefore, in order to design facilities dedicated to cruising, the specifications of the target ship must be included in the domestic design standard. In addition, in order to calculate the scope of the target ship, I applied the coverage rate of 75% to the average specification value of the cruise ship and presented the standards of the cruise ship and the standard of the water area facilities.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.7
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• pp.905-917
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• 2021

Atmospheric pollutant emissions, mainly exhaust gas emissions from vessels, and the resultant social costs of pollution in the Korean harbor cities of Incheon, Mokpo, Gwangyang, Busan and Ulsan, are examined in this study, and the need for an emissions reduction plan is highlighted. Busan had several vessels entering its port, while Mokpo had few vessels, yet the vessels emission contribution was high in both the cities. Ulsan had world-class heavy-chemical industries, Gwangyang had steel mills and Incheon had a manufacturing industry and more vessels entering its port than Mokpo, yet the emission contribution was low in these cities. By calculating exhaust gas emissions from the vessels, it was found that CO₂ was the highest, followed by NOx and SOx. By vessel type, Busan, Ulsan, and Incheon had more oil tank vessels, Gwangyang had more cargo vessels, and Mokpo had more ferries. As a result of social cost, Busan paid the highest, while the highest emission was PM. The use of low-sulfur oil can directly reduce PM and, SOx emissions and indirectly reduce NOx emissions. However, in order to reduce high CO₂ emissions, only low-sulfur oil will not help. Therefore, the study suggested the need for reduction plan that use of fossil fuels, by using alternative maritime power (AMP).

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.7
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• pp.1111-1119
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• 2022

Tourism projects through islands in the waters of Sinan-gun became active, and as a result, a total of 13 marine bridges connecting islands were completed. However, the marine bridge constructed in the fairway is dangerous for traffic. Particularly, in the case of the marine bridge connecting two islands, the width of the fairway is extremely narrow, therefore the risk is higher. In this study, we evaluated the risk of collision between marine bridge piers and ships using the IALA Waterway Risk Assessment Program (IWRAP), a risk assessment model for port waterways, based on a maritime traffic survey on the coastal bridge in Sinan-gun. The results, indicated that No.1 Sinan bridge had the highest probability of collision and most of the transit ships were coastal passenger ships. In addition, No.1 Sinan bridge was the place where the most collision accidents occurred among the marine bridge piers in the target sea, and the cause this study was analyzed. An analysis of the satellite images of the sea environment of No.1 Sinan bridge using an image processing method, confirmed that obstacles that could not be seen in the chart existed nearby the bridge. As a result, traffic was observed to be concentrated in one direction, unlike two-way traffic, which is a method of inducing traffic of bridges to avoid obstacles. The risk cause analysis method using the image processing technique of this study is expected to be used as a basic research method for analyzing the risk factors of island bridge in the future.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.18 no.4
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• pp.163-177
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• 2013

An instrumented ferry made two transects per day across two current systems which are the North Korean Cold Current and the East Korean Warm Current over the years 2012-2013 from Gangneung to Ulleungdo in the southwestern East Sea. Seawater properties of these transects were measured with high spatial and temporal resolution for an extended period of time. Here the salinity records from the transects with the oceanographic observation data from East Sea Fisheries Institute of NFRDI, AVISO daily current chart and GOCI Chlorophyll-a image in 2012 and 2013 are used to study the time-series variation of salinity at the surface. The high salinity section with the range of 33.15~34.12 occurred on the transect mainly in the middle of eddy, and western boundary of strong northward current from June to October. We can found low salinity waters in both sides of the high salinity section. It is estimated that the western low salinity waters with the range of 30.58~33.20 accompanied by southward current were derived from the NKCC and the eastern waters with the range of 31.30~33.24 accompanied by northward current were derived from the Tsushima Surface Water. The lowest salinity of NKCC is confirmed in this study as 30.36. It is found that the western waters below 33.00 extended extremely toward the east about 110 km area from Gangneung and toward the south around Jukbyon coastal area as a 5~10 m layer. We can find its volume of low saline waters transport is not neglectable compared with that of Tsushima Current region in the western part of the East Sea. In this study we named it as the North Korean Low Saline Surface Water in summer.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.2
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• pp.188-196
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• 2023

Among marine accidents caused by bad weather, visibility restrictions caused by sea fog occurrence cause accidents such as ship strand and ship bottom damage, and at the same time involve casualties caused by accidents, which continue to occur every year. In addition, low visibility at sea is emerging as a social problem such as causing considerable inconvenience to islanders in using transportation as passenger ships are collectively delayed and controlled even if there are local differences between regions. Moreover, such measures are becoming more problematic as they cannot objectively quantify them due to regional deviations or different criteria for judging observations from person to person. Currently, the VTS of each port controls the operation of the ship if the visibility distance is less than 1km, and in this case, there is a limit to the evaluation of objective data collection to the extent that the visibility of sea fog depends on the visibility meter or visual observation. The government is building a marine weather signal sign and sea fog observation networks for sea fog detection and prediction as part of solving these obstacles to marine traffic safety, but the system for observing locally occurring sea fog is in a very insufficient practical situation. Accordingly, this paper examines domestic and foreign policy trends to solve social problems caused by low visibility at sea and provides basic data on the need for government support to ensure maritime traffic safety due to sea fog by factually investigating and analyzing social problems. Also, this aims to establish a more stable maritime traffic operation system by blocking marine safety risks that may ultimately arise from sea fog in advance.