• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2017.11a
• /
• pp.132-133
• /
• 2017

The International Maritime Organization (IMO) has defined e-Navigation for the purpose of providing safe and efficient maritime information and communication services. Currently, a maritime cloud is being developed as a communication infrastructure for e-Navigation services. In this paper, we design the structure of vessel ID importation system which can efficiently register the maritime ID in the maritime cloud environment.

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

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.19 no.2
• /
• pp.155-163
• /
• 2013

The ancient sailing routes between Silla Korea and Tang China have been a hot issue among the researchers. Some assert that the Korean seafarers under Chang Po-go sailed the East China Sea directly from China to the Korean Peninsula with the assistance of mariner's compass on boarding V-shaped vessels in the 9th century. As we all know, Chinese used the mariner's compass in the 11th century and Europeans in the 12th century. In this paper, the author analyzed the maritime meteorological condition for sailing ships to navigate in the East China Sea and retraced the rafting route by Yun in 1997. As the results of analysis, the author confirmed that the maritime meteorological condition might be favorable for the seafarers to be capable of navigating in the East China Sea from China to Korea in June and July. But even the sea condition might be favorable, it must be God's will for the ancient seafarers to reach the Korean Peninsula. On Yun's rafting account, the author found out that there is a difference between the sailing route drawn by Yun himself and the actual drifted route and the raft drifted at 1.7~2.0 knots. This was quite an extraordinary speed considering the unfavorable sea condition and raft itself without keel. In conclusion, the author reaffirms that it was after the year 1068 for the seafarers to navigate in the East China Sea directly from China to Korea without any historical proofs or evidences.

• Journal of the Korea Society of Computer and Information
• /
• v.16 no.9
• /
• pp.69-76
• /
• 2011

According to the related reports, about 60 percents of ship collisions have resulted from operating mistake caused by human factor. Specially, the report said that negligence of observation caused 66.8 percents of the accidents due to a human factor. Hence automatic detection and tracking of an object from an IR images are crucial for safety navigation because it can relieve officer's burden and remedies imperfections of human visual system. In this paper, we present a method to detect an object such as ship, rock and buoy from a sea IR image. Most edge directions of the sea image are horizontal and most vertical edges come out from the object areas. The presented method uses them as a characteristic for the object detection. Vertical edges are extracted from the input image and isolated edges are eliminated. Then morphological closing operation is performed on the vertical edges. This caused vertical edges that actually compose an object be connected and become an object candidate region. Next, reference object regions are extracted using horizontal edges, which appear on the boundaries between surface of the sea and the objects. Finally, object regions are acquired by sequentially integrating reference region and object candidate regions.

• KIPS Transactions on Computer and Communication Systems
• /
• v.5 no.9
• /
• pp.247-260
• /
• 2016

Sensor networks have been used in many applications such as smart home, smart factory, etc. based on sensor data. Sensor networks can change system requirements and architectures depending on their application areas. Currently, sensor network application cases in ocean environments are very rare because the ocean environments have much difficult accessibility more poor conditions, higher wave heights, more frogs, much heavier salinity, etc., compared with ground environments. In this paper, we propose the requirements, architecture and design of a sensor network system for the littoral sea cage culture monitoring and we also introduce its operation results through the development. The developed system based on our research provides users with functionalities to extract, monitor, and manage underwater environmental conditions suitable to littoral sea cage culturing of fishes.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.16 no.4
• /
• pp.407-414
• /
• 2010

The fairway within the area of Yul-do and Songdo located near the Myeongnyang-sudo approaches south of Mokpo harbor is well guided by traffic separation scheme and other navigational aids. However, that part of the waterways where Yul-do is located sits at the cross-roads of marine traffic and is subjected to some potential risks in the voyage navigation: the effect of climatic phenomenon, the disregard of most ships in using the western sector of the fairway creating a congestion in the eastern sector, and lastly, the disadvantageous erect of the location and height of Yul-do island that hinders good lookout. This study investigates the environmental conditions that prevailed in the area in the span of 5-year period and the marine traffic situation taken from the data within the 72-hour period The navigational hazards and marine casualties are also be presented. The results are analyzed and are made the basis of a proposal for an improved separation of traffic. Thereafter, an evaluation is carried out by using the components of marine traffic flow simulation and ES modeling index. It is evaluated through simulation by the use of full-mission ship handling simulator.

• Journal of the Korean Institute of Intelligent Systems
• /
• v.21 no.3
• /
• pp.290-295
• /
• 2011

On the basis of DCPA(Distance to Closest Point of Approach) and TCPA(Time to CPA), the conventional algorithms for collision avoidances have a drawback that the '72 CORLEGs(International Regulations for Preventing Collisions at Sea, 1972) has not taken into account to prevent collisions between ships. In this paper, the proposed algorithm decides whether the own ship is a give-way vessel or a stand-on vessel by observing the relative bearing of the encountered ship. To determine the ship position and time for collision avoidance, the proposed algorithm utilizes the ellipse model for ship safety domain. The computer simulation is done to represent the process of adversive behavior. Using the proposed method, the past maritime accident is analyzed. The proposed method can be effectively applied to collision avoidance by CORLEGs even when the target ship's navigational lights is invisible in poor weather and/or in the restricted visibility.

• Journal of Astronomy and Space Sciences
• /
• v.14 no.2
• /
• pp.330-346
• /
• 1997

Korea Multi-Purpose Satellite I (KOMPSAT-I, the first multi-purpose Korean satellite) will be launched in the third quarter of 1999, which is operated on the sun-synchronous orbit for cartography, ocean color monitoring, and space environment monitoring. The main mission of Electro-Optical Camera(EOC) which is one of KOMPSAT-I sensors is to provide images for the production of scale maps of Korea. EOC collects panchromatic imagery with the ground sample distance of 6.6m at nadir through visible spectral band of 510~730nm. For determining KOMPSAT-I crossing time over Korea, this study examines the diurnal variation of solar and atmospheric variables that can exert a great influence on the EOC imagery. The results are as follows: 1) After 10:30 a.m. at the winter solstice, solar zenith angle is less than $70^{\circ}$ and expected flux of EOC spectral band over land for clear sky is greater than about $2.4mW/cm^2$. 2) For daytime the distribution of cloud cover (clear sky) shows minimum (maximum) at about 11:00 a.m. Although the occurrence frequency of poor visibility by fog decreases from early morning toward noon, its effect on the distribution of clear sky is negligible. From the above examination it is concluded that determining KOMPSAT-I crossing time over Korea between 10:30 and 11:30 a.m. is adequate.

• Journal of Internet Computing and Services
• /
• v.22 no.6
• /
• pp.25-32
• /
• 2021

In line with future changes in the marine environment, Aids to Navigation has been used in various fields and their use is increasing. The term "Aids to Navigation" means an aid to navigation prescribed by Ordinance of the Ministry of Oceans and Fisheries which shows navigating ships the position and direction of the ships, position of obstacles, etc. through lights, shapes, colors, sound, radio waves, etc. Also now the use of Aids to Navigation is transforming into a means of identifying and recording the marine weather environment by mounting various sensors and cameras. However, Aids to Navigation are mainly lost due to collisions with ships, and in particular, safety accidents occur because of poor observation visibility due to sea fog. The inflow of sea fog poses risks to ports and sea transportation, and it is not easy to predict sea fog because of the large difference in the possibility of occurrence depending on time and region. In addition, it is difficult to manage individually due to the features of Aids to Navigation distributed throughout the sea. To solve this problem, this paper aims to identify the marine weather environment by estimating sea fog level approximately with images taken by cameras mounted on Aids to Navigation and to resolve safety accidents caused by weather. Instead of optical and temperature sensors that are difficult to install and expensive to measure sea fog level, sea fog level is measured through the use of general images of cameras mounted on Aids to Navigation. Furthermore, as a prior study for real-time sea fog level estimation in various seas, the sea fog level criteria are presented using the Haze Model and Dark Channel Prior. A specific threshold value is set in the image through Dark Channel Prior(DCP), and based on this, the number of pixels without sea fog is found in the entire image to estimate the sea fog level. Experimental results demonstrate the possibility of estimating the sea fog level using synthetic haze image dataset and real haze image dataset.