• Journal of Navigation and Port Research
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• v.38 no.3
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• pp.253-259
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• 2014

Traffic risks in fairway and harbour area increase lately according to be a sharpe change of ship's size and speed. It becomes hot issue to design a fairway, which's width is important to lower traffic risk and ensure navigational safety. The current design making a fairway and width do not focus on maneuvering motion of a large ship, but traffic risks are clear on reflecting the design of fairway, specially on width. To contact with these problems, this research proposes how to determine fairway' width in consideration of traffic volume. it suggests several situations of marine traffic congestion as like narrow channel and harbour area. here uses 162 simulations in MTS Ver.1 developed. Acquired simulation's results, environmental stress dates, figure in a model that relates with required fairway' width and allowable traffic volume. In added, suggested model compares current design with an width.

• Journal of the Korean Society of Marine Environment & Safety
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• v.6 no.2
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• pp.1-15
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• 2000

In world trade, the vessel traffic in major routes has been congested due to the rapid increase of cargoes and shipping tonnages. The patterns of vessel traffic have also been complicated and diversified. Therefore it was necessary that the Vessel Traffic Service(VTS) should be established in order to enhance the safety of navigation, to prevent the loss of life and damage to the environment. The first advanced radar surveillance system(LevelIII-VTS) was introduced in Pohang, Korea in 1993 and in 13 other ports later. While the hardware of Korea VTS is equal to that of an advanced country, the software, specially the operation manual, the recruitment and education of VTS operator, and the VTS service area is behind that of Russia, USA, Germany, Hong Kong, Singapore and others. After researching and investigating. the VTS equipment and service area of many countries, and analyzing the IMO regulations relevant to VTS and the traffic pattern and accident of Pohang port, the most efficient VTS service area should be established in Pohang. According to the analysis of the preceding studies and research on VTS, the worldwide VTS areas are recognized under the following conditions: First, the service area should be extended over at least radar coverage taking into account of traffic flow, traffic density, the degree of danger to navigation and harbour condition in order to provide all possible services. Second, the established service area should be subdivided and systematized to render reliable VTS services, such as the allocation of VHF frequency and reporting procedure in each area. In conclusion, the VTS service area of Pohang must be established and operated over 10 miles from shore(radar site) covering the radar coverage, so as to include the area of traffic congestion and high density traffic flow.

• Journal of the Korean Institute of Intelligent Systems
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• v.23 no.3
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• pp.220-225
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• 2013

Accidents between ships occur frequently at the traffic congestion area. Once a maritime accidents occur, it is likely to end up with critical damaged accidents. This paper develop a simulator for assessing quantitative risk based on statical maritime traffic data and realtime traffic distribution. Ship's passage risk assessment simulator consist of import of division of passage data, traffic distribution analysis and passage risk assessment analysis. Maritime traffic data of WANDO waterway apply to simulator for calculation of quantitative risk rate of waterway.

• Journal of Navigation and Port Research
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• v.30 no.10 s.116
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• pp.825-831
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• 2006

This research does by purpose that present safe navigation plan for ships during doing dredging construction with dredger crossing waterway of Gadeok Dredging operations need to build sunken tunnel that cross the bottom of the sea under waterway of Gadeok for access road construction between Busan- Geoje. Accordingly, dredger must cross and dredge waterway of Gadeok fatally. There is possibility of marine accident of collision for latent danger situation of ships to navigate waterway of Gadeok relatively. Therefore, safe navigation plan of ship is groped in reply and its countermeasure is presented. Firstly, navigating traffic in daytime was forecasted less than 20% of its maximum capacity through estimating the traffic volume and traffic congestion The proposal was presented to execute dredging operations in three-step and to establish temporary waterway after reviewing waterway design principles. The role of VTS center was emphasized in the new Busan Port, lastly.

• Journal of Navigation and Port Research
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• v.31 no.6
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• pp.447-454
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• 2007

To assess the port development and maritime traffic environment, the future traffic volume has been estimated using the number of inbound and outbound vessel for a specific port. The estimation of future traffic volume should be considered as an important factor to establish the degree of fairway congestion, the determination of fairway width and the operational role. Until now, the number of in and out vessel for the port has been only estimated mainly, but the type and size of inbound and outbound ships are different depending on the port's characteristics. So, it is difficult to estimate the future traffic volume using the change of only one item. This paper calculates the future traffic volume using the marine traffic characteristic factors as the number of coastal ship and ocean-going ship, the size of ship and the change of cargo volume per a ship etc. And it compared with the results of Artificial Neural Network(ANN) for accurate identification of nonlinear system.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.11a
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• pp.141-143
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• 2019

Vessel Traffic Service (VTS) increases the efficiency of maritime traffic in terms of reducing marine accidents and the efficient use of port facilities. This means that ports and waterways have their own capacities and can be safely adapted to their capacity through proper traffic management of the VTS. Proper traffic management can reduce the number of vessels and unnecessary waiting in ports, which can lead to economic benefits of ups and port terminals. On the other hand, Korean ports and waterways have restrictions on the maximum speed for safety, but there is no restriction on the minimum speed. However, ships that operate at low speeds in ports and waterways may be able to occupy long periods of operational routes, which may impede efficient port operation. Therefore, the purpose of this study is to propose the minimum speed of ship for efficient port and waterway use. To this end, we reviewed the current laws and systems and proposed the appropriate minimum speed in the waterway using the theory of queue.

• International Journal of Naval Architecture and Ocean Engineering
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• v.12 no.1
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• pp.541-551
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• 2020

Based on the trend, there have been numerous researches analysing the ship collision risk. However, in this scope, the navigational conditions and external environment are ignored or incompletely considered in training or/and real situation. It has been identified as a significant limitation in the navigational collision risk assessment. Therefore, a novel algorithm of the ship navigational collision risk solving system has been proposed based on basic collision risk and vulnerabilities of marine accidents. The vulnerability can increase the possibility of marine collision accidents. The factors of vulnerabilities including bad weather, tidal currents, accidents prone area, traffic congestion, operator fatigue and fishing boat operating area are involved in the fuzzy reasoning engines to evaluate the navigational conditions and environment. Fuzzy logic is employed to reason basic collision risk using Distance to Closest Point of Approach (DCPA) and Time of Closest Point of Approach (TCPA) and the degree of vulnerability in the specific coastal waterways. Analytical Hierarchy Process (AHP) method is used to obtain the integration of vulnerabilities. In this paper, vulnerability factors have been proposed to improve the collision risk assessment especially for non-SOLAS ships such as coastal operating ships and fishing vessels in practice. Simulation is implemented to validate the practicability of the designed navigational collision risk solving system.

• Proceedings of the KSR Conference
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• 1999.05a
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• pp.41-51
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• 1999

Trade between Korea and China was 372million dollars accounting for 1.56% of total in 1988 and has been increased to 23,689 million dollars occupying 7% in 1997, which implies 32.2% increase on average per year. This trend will continue dramatically and consistently as China's open policy toward the world accelerates and korean companies advance into chinese market. The main trade routes are with marine transportation between korean west sea area and chinese San-Dong peninsula around east sea. However, due to the increasing traffic congestion on main roads connecting harbors and main consumer cities and capacity problem in west sea harbor areas, the logistics cost have been increased resulting in losing competitiveness of freight trade. Therefore, these road-oriented inland transportation means need to be changed to rail transport system to reduce congestion and to conserve natural environment. To achieve this scheme, efficient intermodal transportation system connecting road and rail should be constructed. These combined system will ensure timely delivery of goods and consequently the customers would make proper transportation schedule for the import/export goods in advance. Especially, combined transportation of Railroad and train ferry would cope with the logistics problem and this system would be efficient means for trade with not only China but further with many adjacent countries in central asia such as Kazakhstan and Uzbekistan

• 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.

• Journal of the Korean Institute of Navigation
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• v.10 no.2
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• pp.31-55
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• 1986

Generally, the development of shipping is characterized by the amount of traffic flow (traffic volume) and seaborne cargo in the sea. Movement of ships is an essential element of constructing the traffic flow which is represented the dynamic movement of ships in the sea, but on the other band the numbers of arriving and departing the port is the basic factor consisting of the static movement of ships. The amount of cargoes by coastal vessels and ocean trade vessels have increased tremendously with the great growth of the Korean economy these days. This increase of the seaborne cargoes has made the Korean coastal traffic flow so congested that this can be a cause of large pollution as well as great marine casualities such as a loss of human lives and properties . And also the future coastal traffic is expected to increase considerably according to our economic development and high dependence upon foreign trade. Under the circumstance, to devise the safety of coastal traffic flow and to take a proper step of a efficient navigation, there is a necessity for analyzing and surveying the coastal traffic trend and the characteristics of cargo movement. In order to grasp the dynamic movement of ships in the Korean coast, O/D analysis is executed. This paper aims to secure the basic data necessary for a comprehensive plan and estimation of vessel traffic management system for the enhancement of safety, order and efficiency of vessel traffic in the Korean coast. The analyzed results of the traffic flow and seaborne cargoes of the Korean coast are summarized as follows : 1) The congestion by the vessels occurred around the ports such as-in proportion of ship's number (proportion of tonnage) -Incheon 18.5%(14.8%), Pohang 5.9% (9.9%), Samil 5.2%(8.3%), Mokpo 8.6%(0.8%), Pusan 13.5%(36.4%), Ulsan 9.1%(16.2%). 2) It is found that the area adjacent to Incheon, Pusan, Ulsan, Channel of Hanryu and South-western area are heavily congested. 3) It is confirmed thatthe area adjacent to Incheon, Pusan, Ulsan, Channel of Hanryu and South-western area are heavily congested. 3) It is confirmed that the coastal vessels are main elements constituting the coastal traffic and that there are much traffic flow among five ports as following through the precise O/D analysis of ship's coastal movement. Incheon-Samil, Ulsan, Pusan, Jeju Pusan -Samil, Ulsan, Incheon, Jeju Pohang -Samil, Inchoen, Jeju Pohang -Samil, Incheon, Jeju Ulsan -Samil, Incheon, Jeju Samil -Ulsan, Pusan, Incheon 4) The amount of cargoes to abroad are in proportion about 81% of total and the amount of coastal cargoes are about 19%. Of those, cargoes in and out to Japan are about 26% and to South-east Asia are about 27%. 5) The chief items of foreign cargoes are oil(38.33%), iron ore(13.98%), bituminoous coal(12.74%), grain(8.02%), lumber(6.45%) in the import cargoes and steel material(21.96%), cement(17.16%), oil(6.81%), fertilizer(3.80%) in the export cargoes. 6) The 80.5% of total export cargoes and 92.4% of total import cargoes are flowed in five main ports. 7) The chief items of coastal cargoes are oil (42.45%), cement(16.86%), steel material (6.49%), anthracite(6.31%), mineral product(4.3%), grain, and fertilizer. Almost 92.24% of total import and export oil cargoes in Korea is loaded and unloaded at the port of Samil & Ulsan.