• Journal of Navigation and Port Research
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• v.46 no.1
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• pp.1-10
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• 2022

This study aims to investigate changes in the demand for ship officers in response to changes in the shipping industry environment in which Maritime Autonomous Surface Ships (MASS) emerge according to the application of the fourth industrial revolution technology to ships, and it looks into changes in the skill of ship officer. It also analyzes and proposes a plan for nurturing ship officers accordingly. As a result of the degree of recognition and AHP analysis, this study suggests that a new training system is required because the current training and education system may cover the job competencies of emergency response, caution and danger navigation, general sailing, cargo handling, seaworthiness maintenance, emergency response, and ship maintenance and management, but tasks such as remote control, monitoring diagnosis, device management capability, and big data analysis require competency for unmanned and shore-based control. By evaluating the importance of change factors in the duties of ship officers in Maritime Autonomous Surface Ships, this study provides information on ship officer educational institutions' response strategies for nurturing ship officers and prioritization of resource allocation, etc. The importance of these factors was compared and evaluated to suggest changes in the duties of ship officers and methods of nurturing ship officers according to the introduction of Maritime Autonomous Surface Ships. It is expected that the findings of this study will be meaningful as it systematically derives the duties and competency factors of ship officers of Maritime Autonomous Surface Ships from a practical point of view and analyzed the perception level of each relevant expert to diagnose expert-level responses to the introduction of Maritime Autonomous Surface Ships.

• Journal of Navigation and Port Research
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• v.48 no.3
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• pp.232-238
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• 2024

This study examines the effectiveness of Gamcheon Port's leading lights in reflecting the characteristics of ship traffic entering the port. The leading light of Gamcheon Port was proposed and installed in 1996 during the basic design process of supplementing the port's route signs for the entry and exit of 4,000 TEU container ships. Since then, it has been improved to accommodate the entry of 50,000 DWT general cargo ships and to reflect the crane height of Hanjin Pier, as a result of a review study conducted by the Busan Regional Maritime Affairs and Fisheries Administration to improve the still temperature of Gamcheon Port by relocating existing outer facilities. However, an analysis of the current characteristics of maritime traffic at Gamcheon Port reveals that maritime traffic congestion is smooth and the proportion of small and medium-sized ships under 10,000 tons is higher than that of large ships, resulting in decreased efficiency of the leading lights to respond to the entry of large ships. Nevertheless, considering the increasing CAGR of the entry ratio of ships of 30,000 tons or more by 8.45%, preparations for the anticipated increase in the proportion of large ships entering the port in the future are necessary, and it is preferable to maintain the function of the leading lights rather than demolishing the entrance to Gamcheon Port. The narrow nature of the Gamcheon Port route poses a higher risk of collision when ships entering and exiting encounter each other, which can burden the navigator. Therefore, instead of maintaining the function of the leading lights, it is possible to relocate the conduction light to reduce maintenance burden and install a direction light in its place. When installing the direction light, it is worth considering using Double Sector Lights instead of the currently installed Single Sector Lights at nearby Busan Bukhang Port, as the former can improve user satisfaction by providing a clearer middle line and reducing difficulties in distinguishing between points.

• Journal of the Korean Society for Marine Environment & Energy
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• v.19 no.3
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• pp.227-235
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• 2016

This paper emphasized the necessity of the marine spatial planning (MSP) through the analysis of the major developmental projects which could make a contradiction based on the adequacy of the site selection and environmental impacts. The conflicting affairs between space utilization and management plan happen in the following ways: marine renewable energy development, sand mining, reclamation, construction of golf course in coastal area, thermal effluent and waste heat, erosion causing port development. The conflict of stakeholder continues caused by the accumulated environmental impact. For the reasons mentioned above, we found two things. First, it is necessary to comprehend the fact of developmental planning and MSP. Second, it is still unsatisfactory to connect the relevance of laws related to the spatial planning. For the reinforcement of marine environmental policy management, it is necessary to consolidate the property of site selection and assessment of developmental scale. Especially, while the strategic environmental assessment is in progress based on site selection and property of scale, consistent diagnosis is needed in the following concerns: the fact of the marine spatial planning, the relevance between national developmental plan and regional developmental plan, fisheries regulation, marine protected animals. For the environmentally sound and sustainable development (ESSD), MSP should have to be prepared based in a way of top-down including coastal and EEZ plan, relevance of ocean-use zoning and sector planning, 3-D spatial information. And also integrated information system have to be prepared through high-tech marine spatial information. In conclusion, consistent and relevant strategy for MSP should have to include the whole information related to the maritime affairs such as harbor, fishing port, fishing ground, coastal management, marine ecosystem generally.

• Management & Information Systems Review
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• v.33 no.5
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• pp.185-212
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• 2014

This study investigated the base of marine leisure facilities and studied the future vision for development of marine industry by conducting a systematic analysis on the category of marine leisure products for development of design and specialization of southeast area of Korea. If the age of $20,000 of per capita national income is called 'the age of my car', $20,000 of per capita national income is called 'the age of my boat'. According to the report of UK-based Marine South East, the scale of world's small boat and personal waterborne equipment reached 277 trillion won in 2010 and domestic market scale is expected to be 11 trillion won. Marine leisure facilities are the new growth engine industry that the government should promote as a nation's strategic and core industry, and the government is pushing ahead with promotion of marine industry actively by announcing Marine Leisure Equipment Industry Activation Plan(June 2009, Ministry of Knowledge Economy), Marine Leisure Activation Plan(July 2010, Ministry of Land, Infrastructure and Transport), The 1st General Plan for Marina Port(January 2010, Ministry of Land, Infrastructure and Transport) etc. The purpose of marine design lies in seeking the status of the country and qualitative value in human life through functional, artistic, industrial and cultural development of design elements for all marine activities made around the sea. Related to all activities made in the ocean and cost, marine design is a sphere of design that includes special conditions centering around water. Considering the condition that 3 sides of land are facing the sea, this study systematically analyzed present condition of equipment possessed by each area, type of facilities, operational status, current status of sectoral use of marine leisure facilities and future prospect of marine leisure products that become the basis of value to raise the statue as an advanced marine power in 2010s through development of the qualitative level of the people, establishment of the direction of national strategy, convergence of industry and culture and specialization of area focusing on the actual condition survey of marine leisure facilities. Especially, this study will be predicting the basis of strategy for strengthening marketability and competitiveness by suggesting role and process of design in developing a promising marine leisure product through an actual condition survey of marine leisure products of southeast area.

• 선박안전기술공단연구보고서
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• s.4
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• pp.1-108
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• 2007

2007. 7. 23 IMO의 NAV(항해안전전문위원회)53차 회의에서는 e-Navigation을 해상에서의 안전, 보안, 해양환경보호를 목적으로 전자적인 수단에 의해 선박과 육상에서 해양정보를 수집, 교환, 표시함으로써 항구와 항구간의 항해 및 관련된 서비스를 향상시키는 것으로 정의하고 있다.2005년 11월 영국의 교통부 장관 Stephen 박사는 Royal Institute ofNavigation에서의 연설에서 해상안전과 환경보호를 위하여 선박의 항해를 감시하는 관제소 및 항행하는 선박에 유용하고 정확한 정보가 더 많이 필요함을 역설하였다. 그리고 첨단 기술에 의해 자동화된 항공 항법분야를 예로들면서, 선박의 항법 분야도 항해와 관련된 모든 시설 및 작업을 전자적 수단으로 대체하는 개념인 e-Navigation으로 전환되어야 하며 영국은 이에 필요한 작업을 주도하겠다는 의견을 피력하였다. Stephen은 e-Navigation 도입으로 얻을 수 있는 이익으로 첫째, 항해 실수로 인한 사고 확률저감, 둘째,사고 발생 시 인명 구조 및 피해 확산을 위한 효율적 대응, 셋째, 전통적인항해시설 설치 불필요로 인한 비용 저감, 넷째 선박입출항 수속의 간편화 및항로의 효율적 운용으로 인한 상업적 이익 등을 들었다. 반면에e-Navigation 체계로 전환 시 예상되는 장애로는 첫째, 체계 구축을 위한 비용(특히 개발도상국가들의 경우 어려움 예상), 둘째, e-Navigation의 성과 달성을 위하여 세계 전 해역의 모든 선박이 e-Navigation 체계에 동참하도록유도하는 문제, 셋째, 전자해도 표시 및 선교 장비들에 대한 표준화 문제, 넷째, 육상에 설치할 e-Navigation 센터의 설계 및 구축 등을 꼽았다.IMO는 2005년 81차 MSC(해사안전위원회) 회의에서 영국이 일본, 마샬아일랜드, 네덜란드, 노르웨이, 싱가포르, 미국과 공동으로 제안한 ‘e-Navigation전략 개발’ 의제를 2006년 82차 MSC 회의에서 채택하고, NAV(항해 전문위원회)를 통하여 2008년까지 e-Navigation의 구체적 개념을 정립하고 향후 개발하여야 할 전략적 비전과 정책을 수립하기로 하였다. 이어서 영국을 의장으로 e-Navigation 전략개발 통신작업반이 구성되었는데, 지난 년간 19개국, 16개 전문기관이 참여하여 아래의 작업이 수행되었다. ○ e-Navigation 개념의 정의와 목적 ○ e-Navigation에 대한 핵심 이슈 및 우선 순위 식별 ○ e-Navigation 개발에 따른 이점과 단점의 식별 ○ IMO 및 회원국 등의 역할 식별 ○ 이행계획을 포함한 추가 개발을 위한 작업계획의 작성 IMO에서 수행되고 있는 e-Navigation 전략 개발 의제 일정은 2008년까지이다. 이 전략 개발에 있어서 중요한 요소는 e-Navigation이 포함할 서비스범위, 포함하는 서비스 제공에 필요한 인프라 및 장비의 식별, 인프라 구축및 운용비용을 부담할 주체에 대한 논의, e-Navigation으로 인한 이익과 투자비용에 대한 비교 분석 등이다. 이 과정에서 정부, 선주, 항만운영자, 선원등의 입장 차이와 선진국과 개발도상국 간의 경제 수준 차이는 전략 개발에있어 큰 어려움을 줄 것이므로, 이들이 합의된 전략을 만들기 위해서는 예정된 기간보다 다소 늦어질 가능성도 있다.e-Navigation 전략 개발이 완료되면 1단계로는 해상교통 관제시스템, 선박선교 장비, 무선 통신장비 등에 대한 표준화 작업이 이루어질 것이다. 이 과정에서 각국 간에 자국 보유 기술을 표준화시키기 위한 경쟁이 치열할 것으로 예상된다. 2단계에서는 e-Navigation 체계 하에서의 다양하고 풍부한 서비스 제공을 위한 관련 소프트웨어 및 하드웨어의 개발이 이루어질 것으로전망되는데, 이는 지난 10년간 육상에서 인터넷망 설치 후 이루어진 관련 서비스 산업의 발전을 돌아보면 쉽게 짐작할 수 있을 것이다.e-Navigation 체계 하에서 선박의 항해는 현재와는 전혀 다른 패러다임으로 바뀔 것이다. 예를 들어 현재 입출항 시 요구되던 복잡한 절차는one-stop 쇼핑 형태로 단순화되고, 현재 선박 중심의 항해에서 육상e-Navigation 센터가 적극적으로 관여하는 항해 체계로 바뀔 것이며, 해상정보의 공유와 활용이 무선 인터넷을 통해 보다 광범위하게 이루어질 것이 다.e-Navigation의 잠재적 시장 규모는 선박에 새로이 탑재될 지능형 통합 항법시스템 구축과 육상 모니터링 및 지원 시스템 등 직접 시장이 약 50조원,전자해도, 통신장비, 관련 서비스 컨텐츠 등 간접 시장의 규모가 150조원으로 총 200조원으로 대략 추산하고 있다. 향후 이 거대한 시장을 차지하기 위한 전략 수립이 필요한 시점이다. 지금까지 항해 장비 관련 산업은 선진국의일부 업체들에 의해 독점되어 왔다. 우리나라는 조선과 해운에서 모두 선진국임에도 불구하고 이 분야에서는 대부분 수입에 의존해 왔다. e-Navigation체계 하에서는 전체 시장이 커지고 장비의 사양이 표준화됨에 따라 어느 소수 업체가 현재처럼 독점하기는 더 이상 어려울 것으로 예상된다. 따라서e-Navigation은 우리나라도 항해 장비 분야 시장을 차지할 수 있는 좋은 기회라고 할 수 있다. 특히 조선 1위의 장점을 적극 활용한다면 다른 나라보다우위의 경쟁력을 확보할 수도 있다. 또한, 서비스 분야의 시장은 IT 기술과밀접한 관계가 있으므로 IT 강국인 우리나라가 충분한 경쟁력을 갖고 있다고 할 수 있다.그러나, EU를 비롯한 선진국에서는 이미 e-Navigation 에 대비한 연구를10여년 전부터 수행해 왔다. 앞에서 언급한 EU의 MarNIS 사업은 현재 거의마무리 단계로 당장 실용화 할 수 있는 수준에 있는 것으로 보인다. 늦었지만 우리도 이를 따라잡기 위한 연구를 서둘러야 할 것이다. 국내에서도e-Navigation의 중요성을 깊이 인식하고, 2006년에는 관련 산학연 전문가들로 작업반을 구성하여 워크숍 등을 개최한 바 있다. 또한 해양수산부에서도e-Navigation 핵심기술 개발을 위한 연구사업을 기획 추진하고 있다.그러나 현재 항해통신장비들의 기술기준은 ITU의 전파규칙(RR)과 IMO결의 및 SOLAS 협약을 따르고 있는데 이들 규약이나 결의에 대한 국제적인 추이와 비교할 때 국내의 기술은 표준화되지 못한 부분이 많은 실정이다.본 연구에서는 e-Navigation sytem중 표준화가 필요한 요소와 전자해도,AIS 등 e-Navigation(통합전자항법시스템)관련 국내산업현황 실태조사를 통해 국내 e-Navigation기술개발 동향에 대해 조사하고자 한다.

• Korean Journal of Environment and Ecology
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• v.24 no.2
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• pp.157-165
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• 2010

This study was carried out to suggest the basic data of planting method for construction of buffer green space based on the land use in case of reclaimed land by analyzing land structure, planting concept, and planting structure in buffer green space, Rokko Island, Kobe, Japan. Rokko Island(total area: 580ha) is divided into port and logistics industry area and urban area by constructing the box type large-scale buffer green space. The land structure of buffer green space were biased mounding type, parallel mounding type, and complex mounding type. The width of buffer green space was 50meters in case of northern area, from 28 to 32meters in case of eastern area, and 37.5meters in case of western area, and the slope of that was from 18 to 25 degrees and the height of that was from 2 to 15meters. There were applied landscape and buffer planting concept on the sea side area of northern buffer green space, on the other hand landscape and shade planting concept on the Inner city side area of that. According to the result of planting structure analysis of northern buffer green space, the main woody species were those of deciduous-evergreen species grow in warm-temperate forest zone such as Quercus glauca, Cinnamomum camphora, Machilus thunbergii, Elaeagnus maritima. The results of maximum number of species and planting density by $100mm^2$ was that 9 species 22 individuals in canopy layer, 9 species 15 individuals in understory layer, 3 species 67 individuals in shrub layer, and 14 species 104 individuals in total. The plant coverage of northern buffer green space based on the ecological planting method was from 69 to 139% in case of canopy layer, from 26 to 38% in case of understory layer, from 6 to 7% in case of shrub layer, and from 101 to 184% in total. Index of plant crown volume of northern buffer green space based on the ecological planting method was from 1.40 to $3.12m^3/m^2$ in case of canopy layer, from 0.43 to $0.55m^3/m^2$ in case of understory layer, $0.06m^3/m^2$ in case of shrub layer, and from 1.89 to $3.73m^3/m^2$ in total.

• Journal of the Korean Geosynthetics Society
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• v.20 no.4
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• pp.85-93
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• 2021

The seventy percentage of Korean Peninsular is covered by the mountainous area, and the depth of west sea and south sea is relatively shallow. Therefore, a large scale land reclamation from the sea has been implemented for the construction of industrial complex, residental area, and port and airport facilities. The common problem of reclaimed land is consisted of soft ground, and hence it has low load bearing capacity as well as excessive settlement upon loading on the ground surface. The hollow concrete block has been used to reinforce the loose and soft foundation soil where the medium-high apartment or one-story industrial building is being planned to be built. Recently the earthquakes with the magnitude of 4.0~5.0 have been occurred in the west coastal and southeast coastal areas. Lee (2019) reported the advantages of hollow concrete block reinforced shallow foundation through the static laboratory bearing capacity tests. In this study, the dynamic behavior of hollow concrete block reinforced sandy ground with filling the crushed stone in the hollow space has been investigated by the means of shaking table test with the size of shaking table 1000 mm × 1000 mm. Three types of seismic wave, that is, Ofunato, Hachinohe, Artificial, and two different accelerations (0.154 g, 0.22 g) were applied in the shaking table tests. The horizontal displacement of structure which is situated right above the hollow concrete block reinforced ground was measured by using the LVDT. The relative density of soil ground are varied with 45%, 65%, and 85%, respectively, to investigate the effectiveness of reinforcement by hollow block and measured the magnitude of lateral movement, and compared with the limit value of 0.015h (Building Earthquake Code, 2019). Based on the results of shaking table test for hollow concrete block reinforced sandy ground, honeycell type hollow block gives a large interlocking force due to the filling of crushed stone in the hollow space as well as a great interface friction force by the confining pressure and punching resistance along the inside and outside of hollow concrete block. All these factors are contributed to reduce the great amount of horizontal displacement during the shaking table test. Finally, hollow concrete block reinforced sandy ground for shallow foundation is provided an outstanding reinforced method for medium-high building irrespective of seismic wave and moderate accelerations.

• Journal of Environmental Impact Assessment
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• v.31 no.4
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• pp.226-240
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• 2022

Local governments over a certain size in Republic of Korea may conduct Environmental Impact Assessment (EIA) considering regional characteristics if it is necessary, in accordance with Article 42 of the 「Environmental Impact Assessment Act」. However, it was investigated that the number of local government EIA operation in many local governments was less than initial expectations. In order to improve it, the status of ordinances and consultation guidelines which are different for each local government need to be compared, and the institutional issues forthe relevant local governments must be found considering regional characteristics. Furthermore, detailed regulation and guidance on the local government EIA procedure should be included in the consultation guidelines and related information need to be provided. In this study, focusing on the case of Incheon Metropolitan City, the status of local government EIA ordinances in metropolitan cities and provinces with a similar condition was investigated, and the types and scope of target projects were compared and analyzed. In addition, consultation guidelines forIncheon Metropolitan City were written, and improvements on the procedure flow and overall schedule designation derived from the process were presented. In the case of Incheon Metropolitan City, there were no detailed information officially announced regarding the regulations of the local government EIA ordinance and follow-up management, so the administrative system of the local government needed to be reinforced in this field. Meanwhile, considering the status of local environment and geography, some target project types were deemed necessary to be added: port construction projects, water resource development projects, railroad construction projects, and military facilities installation projects. The results of this study will provide useful information to local governments which want to improve their operation effectiveness by reorganizing the local government EIA system and preparing specific guidelines.