• Journal of Navigation and Port Research
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• v.29 no.3 s.99
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• pp.175-180
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• 2005

A mariner feels the shiphandling difficulty when the vessel onboard passes through breakwater. Until now, the shiphandling difficulty of the mariner has not been taken into account in the layout of a pair of breakwater. This paper reproduced such a situation that shiphandling is difficult enough by using marine traffic flow simulation, it is assessed by using ES Model which is a quantitative model for evaluating the difficulty of shiphandling arising from maneuvering a ship in the restricted or congested waters. The results are as follows. (1) The change in the layout of a pair of breakwaters has little influence on the shiphandling difficulty. (2) If the width between breakwaters is the same. the speed of a ship affects the shiphandling difficulty. (3) The increase of the width decreases the shiphandling difficulty.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.2
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• pp.133-139
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• 2018

Keeping a proper straight route length under the marine bridge is one of the important factors for the safe passage of ships. However, according to port and harbor design standards, there is only a constant guideline of 8 times the length of the marine bridge underpass. On this study, we used the ES model to determine the ratio of risk to the route width, traffic volume, the degree of curvature of the route, and the length of the straight route in order to derive the optimal straight route distance. As a result, the risk ratio decreased by 2.27% as the route distance increased from 3L to 10L when the degree of curvature of the route was $45^{\circ}$. The risk associated with curvature was found to be 4.83% when the bending degree was changed from $0^{\circ}$ to $45^{\circ}$ in the case of 3L length. In addition, it was confirmed that the risk ratio according to the degree of curvature of the route and the straight route was reduced by 1.45% at maximum under the condition that the width of the line was 400m and the number of the vessels generated per hour was 20. It was verified that a straight route distance more than a certain length is needed depending on the congestion degree and the degree of curvature of the route when constructing the marine bridge.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.11a
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• pp.337-342
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• 2004

A construction project of Incheon 2nd bridge, which is connected between the Incheon Song-Do New Town and the Incheon International Airport in Young-Jong-Do, have been proposed by the private capital in 1999. But the optimal span width in the bridge main span have not been decided in spite of the three investigations into the feasibility of ship's safe transit in this planned bridge. In this paper, we study the economic analysis on port operational efficiency according to traffic schemes, me-way or two-way of vessels over 10,000G/T, in the bridge main span of this bridge. In this comparative result, total queueing time due to the one-way in the bridge main span is evaluated 20,362 hours in 2011 and 24,544 hours in 2020. Therefore the demurrage cost and the accumulation cost of freight are evaluated 19.7 billion won in 2011, and 23.3 billion won in 2020, then total accumulated costs during 33 years from 2008 until 2040 are evaluated about 768..9 billion won.

• Journal of Navigation and Port Research
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• v.29 no.1 s.97
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• pp.65-69
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• 2005

A construction project of Incheon 2nd bridge, which is connected between the Incheon Song-Do New Town and the Incheon International Airport in Young-Jong-Do, has been proposed by the private capital in 1999. But the optimal width of the main span has not been decided in spite of the three investigations into the feasibility of ship's safe transit in this planned bridge. In this paper, we study the economic analysis on port operational efficiency according to traffic schemes, one-way or two-way of vessels over 10,000G/T, in the main span of this bridge. In this comparative result, total queueing time due to the one-way in the bridge main span is evaluated 20,362 hours in 2011 and 24,544 hours in 2020. Therefore the demurrage cost and the accumulation cost of freight are evaluated 19.7 billion won in 2011, and 23.3 billion won in 2020, then total accumulated costs during 33 years from 2008 until 2040 are evaluated about 768.9 billion won.

• Journal of the Korean Society of Marine Environment & Safety
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• v.9 no.1
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• pp.57-63
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• 2003

Marine traffic system is composed of ship, ship's operators and traffic environment The navigation channel is a part of traffic environment and the design of channel is a crucial factor for safe navigation This paper aims to evaluate ship-handling difficulty in straight and bend channels with an Environmental Stress model(ES-model). The ES-model is used to evaluate ship handling difficulty quantitatively on the basis of the ship operator's subjective judgement for safety in navigation The calculation of ES value was made on the basis of three factors such as channel width, ship's length and speed in straight and channels for safe navigation. The interrelation between factors was analyzed and reasonable design standards of channel width, ship's length and speed were proposed for safe navigation of ship in bend channel.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2011.06a
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• pp.66-67
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• 2011

항로를 횡단하여 건설되는 교량이 증가하고 해상교통의 증가에 비례하여 항로의 혼잡도가 증가하는 만큼 선박과 교량의 충돌우려가 커지고 있다. 선박과 교량의 충돌은 단순 접촉사고가 아닌 재난급 사고의 개연성이 크다. 직접 손괴를 일으키는 큰 충돌이 아니더라도 선박과 교각의 충격진동에 의하여 교량상판이 균형을 잃고 연쇄 붕괴하는 일이 종종 발생하여 많은 인명의 손실이 발생하고 있기 때문이다. 적정 교각 폭, 교각의 시인성 증진을 위한 표지와 등화의 설치 및 점등방법 등의 환경 여건 개선, 충돌방지공의 효과 검토, 교량 통과전 사전 점검사항, 교량 부근에서 선박의 조종성 유지방안, 예선의 효과 연구, 관제기법과 안전규정, 불가피한 충돌이나 접촉의 경우 손실 감소대책과 충돌방지공의 효과 등 다각적인 연구가 필요하다. 면피용 탁상이론을 배제하고 현장실무의 경험을 바탕으로 실효적인 방안을 제시하고자 한다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.05a
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• pp.134-136
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• 2023

대형 컨테이너 선박의 주요 제원 예측에 관한 과거 연구는 단순 회귀분석에 기반한 결과로 제시되었으며, 이를 현재 운항 중인 24,000TEU급 선박의 제원과 과거의 연구 결과를 비교할 경우, 선박의 전장이 과대 예측한 경향이 있었다. 본 연구에서는 선형회귀분석 및 box plot의 통계 분석기법을 활용하여 최근 20년의 신조 컨테이너선을 대상으로 연도별 주요제원의 변화량을 통해 선박의 대형화 추세를 분석하였다. 그 결과, 컨테이너선의 대형화는 시간의 흐름에 따라 점점 폭이 넓어지는 형태로 변화하고 있는 것으로 분석되었다. 그러나 선폭 위주의 대형화는 선박 운항의 측면에서 조종성능의 감소로 인해 운항난이도가 증대된다는 단점이 있다. 즉, 미래 대형화 선박을 안전하게 운항하기 위해서는 적절한 항만 인프라 구축 및 선박길이와 폭의 조화를 이루는 대형화가 필요할 것으로 판단된다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2018.05a
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• pp.122-125
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• 2018

조선은 개국 이후 일본과의 교린정책을 위해 막부의 요청에 따라 총 20차례 통신사를 파견하였다. 그 동안 우리 학계에서는 통신사행과 관련한 제도와 문학, 문화교류, 통신사선의 건조, 상호간의 인식, 외교와 의례, 영접 등을 중심으로 연구가 이루어져 왔고, 통신사행의 이동경로인 항로와 항해에 대해서는 상대적으로 연구가 미진하였다. 본 연구는 임란 후 1607년부터 1763년까지 일본에 파견된 12차례 통신사행의 해상항로와 항해에 대해 현지답사와 사료를 중심으로 분석한 것이다. 이 연구는 통신사선의 항로와 항해에 대한 최초의 학술연구로서 통신사행에 대한 연구의 질과 폭을 넓히는 계기가 될 것이고, 해양사적으로는 한선의 항해술을 이해하는 단초가 될 것이다. 그러나 항해의 실체에 대해서는 통신사선의 사공과 격군이 남긴 사료가 전무하여 구체적으로 밝히는 데는 한계가 있었다. 이는 차후 연구를 통해 보완할 필요가 있다.

• Journal of the Korean Society of Marine Environment & Safety
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• v.12 no.3 s.26
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• pp.211-218
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• 2006

Recently, many ships such as fishing boats, cargo ships, high speed ferry boats are visiting Mokpo harbor. In particular, many marine accidents have been occurred at this area due to the narrow channel, a thick fog, the existing of the shallow waters etc. However there is no suitable ships' routeing system which takes account of today's traffic situations in this area. This study aims at the settling of hazardous factors to mitigate the danger to vessels in Mokpo harbor and to secure the safety of maritime environment.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.11 no.4
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• pp.201-215
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• 1999

Field measurements were made for long- and short-period waves and current velocities at the harbor mouth using pressure-type wave gauges and a current meter, respectively, at the Gamcheon Harbor which has a rectangular shape with a narrow entrance. The measured pressure data were subjected to spectral analyses after removing tidal effects by applying trend removal and high-pass filtering. For the band averaging of the raw spectra, in order to obtain good resolution over the entire frequency, instead of a constant band width, variable band widths were used, which gradually increase as marching from the lowest frequency towards higher frequencies. The Helmholtz resonance mode at the Gamcheon Harbor shows the relative amplification ratio of 9.2 at the wave period of 31.7 minutes, which is quite large compared with those at the harbors located on the east coast of Korea. The second and the third resonance period was 10.3 and 5.4 minute, respectively. On the other hand, the analysis of every 24 hours data shows that during storms the spectral densities are very large compared to those during calm seas and also the second and third resonances are predominant.