• Journal of Navigation and Port Research
• /
• v.26 no.3
• /
• pp.261-268
• /
• 2002

At recently, Oil spill accident of large size oiler that happen domestic and outside the country is occured to social impact us as well as economical damage in sea environment. Also, because spread extent of pollution accident is reaching harbor, bay and close water areas, as necessity that traffic control ships are sea place. VTS is changing to concept that control space is magnified gradually. Our country is operated to 14 harbors which is control center. But abroad is operating coastal VTS that do main waterway and coastals to authority dimension. Therefore, necessity that traffic density of ship manages high coastals and ship traffic of waterway to our country is risen. This paper is execute sea traffic survey at Mokop sea areas and sea casualty occurs. It proposal that coastal VTS center field of most suitable and position of radar site.

• Journal of Navigation and Port Research
• /
• v.28 no.5
• /
• pp.359-364
• /
• 2004

When sea going vessel approaches her destination port, marine traffic density is increased, especially, the marine traffic is concentrated in the entrance channel and the fairway in the inner harbour is more narrow. Therefore, special navigational rules for preventing collision at sea is needed in the inner harbour. Hence there are the rules in The Public Order in Open Port Act in Korea But, in the case of conflict of navigational rule concerned, it is possible to be raised a question that which rule shall be applied preferentially. Also, it is necessary to understand the exact meaning of the navigational rules in The Public Order in Open Port Act. Because the misunderstanding of the rule is caused the collision Therefore, this paper aims to discuss the exact meaning of the navigational rule concerned in the view of legal basis and suggest the principles for a proper application of it.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.28 no.6
• /
• pp.973-991
• /
• 2022

Globally, several countries with sea are using eco-friendly energy resources through offshore wind power development by overcoming the weak point of the existing power generation method. The sea has the advantage of being able to develop large scale wind farms in wide waters, but the installation of marine structures threatens the safe operation of vessels. Accordingly, a standard guideline for safe navigation by analyzing the mutual effects between ship routes and offshore wind site was presented by the PIANC. Nonetheless, the standard guideline calculated the same safe distance in all situations. Therefore, this study developed a calculation model for an optimal safe distance between ship routes and offshore wind sites by reflecting the ship's maneuvering, encounter situations, environmental force, traffic density, offshore wind power generators, and channel types. As a result of the validation simulation, the developed model showed that the optimal safe distance was secured.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.21 no.2
• /
• pp.171-178
• /
• 2015

This research is the first research on developing the speed limit select model and also it is the result of the research on the importance of each element and consideration factors when selecting the speed limit. For the consideration factor discrimination and calculation of the importance, the delphi method and AHP method was used. The delphi survey was processed through third round survey, 5 high consideration factor(Level 1) and 23 low consideration factor(Level 2) was discriminated. During the process of the third delphi survey, when the CVR cost was in the range between 0.4~1.0 it was treated as the consideration factor when selecting the speed limit and less than 0.4 cost was eliminated. In the process of the second delphi survey, 33 consideration factors were discriminated but was reordered into 23 categories through the third survey. Based on the 23 categories earned through the third delphi analysis, the AHP survey was processed. The result of the AHP survey was that out of the importance of the 5 high consideration factor(Level 1), the traffic condition was evaluated as the number one factor and the vessel condition, waterway condition, environment condition, supporting condition and etc. conditions were evaluated following the traffic condition. Out of the 23 low consideration factor(Level 2) consideration, the visibility was evaluated to be the first important and the performance of the vessel steering, objective factors within the harbor, amount of traffic and density, distance between the passing vessel, speed of the steering capacity and tidal current were the following evaluated factors.

• Journal of the Korean Institute of Navigation
• /
• v.12 no.1
• /
• pp.71-84
• /
• 1988

For traffic proceeding in random directions on a plane surface the frequency of collision, if no avoiding action in taken ,is approximately proportional to the square of the traffic density and directly proportional to the size and speed of the ship, Avoiding is normally taken and the rte of collisions is therefore also governed by additional factors such as the visibility, the effectiveness of the collisionavoidance rules, the competence of personnel or watchkeeping attitude, the maneuverability of the ship and the efficiency of radar and other equipments. From the viewpoint of watchkeeper who is responsible for maneuvering, watchkeeping attitude such as lookout and action to avoid collision is the most controllable factor among those mentioned above. In practice, according to the investigation of the institution of marine courts, about 50% co collisions occurred is caused by disorbedience to steering and sailing rules of international regulations for preventing collision at sea including lookout. So we classify the process of collisions with first sight of another ship , assessment of risk of collisions and action to avoid collisions and make a factural survey about lookout and action to avoid collisions from the point on "time" and " distance", namely relationship among ship's size, speed, first sight time of another ship, action to avoid collisions ,and distance from sight of another ship to collision occurred. According to the results of the actual survey , we come to conclude that most of collisions occurred are due to improper lookout and ineffective action to avoid collision which means time lag from first sight of another ship to time of action taken to avoid collision is relatively long. is relatively long.

• Journal of the Korean Institute of Navigation
• /
• v.23 no.3
• /
• pp.1-15
• /
• 1999

Recently, due to the several factors such as the advent of very large vessels and high-speed vessels, and the increase of the maritime traffic density at sea, the obligation, responsibility and burden of marine officers on duty for the safety of navigation has been highly escalated. Under these situations, if the appropriate and correct navigational information is given to officers at real time by means of certain integrated information processing system, these obligation, burden and danger can be reduced. This paper deals with the study on the development of the Navigational Information Monitoring and Recording System that can give and record the integrated navigational information based on the personal computer system installed on board. To construct this system, the interface unit which changes different signal types of navigational equipments to NMEA 0183 signal format and the application software to show the visual navigational information were developed. In this study, the navigation system of T/S HANBADA in Korea Maritime University was used in order to construct the actual system that can be utilized in other ships, and also the performance test was carried out several times to examine the performance of the system developed. It was proved that all functions of the system as designed worked smoothly through the performance test. Also this system could be operated easily and conveniently by every user.

• The Korean Journal of Ecology
• /
• v.5 no.4
• /
• pp.187-203
• /
• 1982

The results obtained from te field investigations of Chuja Island conducted for 5 days from July 18 to 22, 1980 and from August 12 to 16, 1981 are summarized as follows: Vascular plants of this island disclosed by the present study consisted of 86 families, 210 genera, 228 species, 38 varieties and 4 래금. Nineteen species of evergreen broad-leaved trees were discovered, including Litsea japonica Juss, Camellia japonica L. and Machilus thunbergii Sieb. et Zucc. These indeciduous latifoliate trees were preserved in poor condition. Ten-twenty years old Pinus thunbergii was confirmed to be the predominant species. Seaside plants encountered were 6 species, including Vitex rotundifolia L. Fil. and Asterspathullfoius Max., but they were poorly distributed. Naturalized plants comprised a total of 12 species. This varied number of species is considered attributable to the frequent access of men owing to convenient marine traffic. the destruction of vegetation of this island may be attributed to human interference (loggin for boat construction, building and charcoal materials) ever escalated by high population density. It is worthy of noting that Bochmeria penosa Nakai et Stake which forms a large community in this island can be used as textile resources.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.25 no.6
• /
• pp.658-665
• /
• 2019

Among the renewable energy resources, wind power is growing rapidly in terms of technological development and market share. Recently, onshore wind farm have been affected by limitations of terrestrial space and environmental problems. Consequently, installation sites have been moved to the sea, and the development of floating offshore wind farms that are installed at deep waters with more abundant wind conditions is actively underway. In the context of maritime traffic, the optimal site of offshore wind farms is required to minimize the interference between ships and wind turbines and to reduce the probability of accidents. In this study, genetic algorithm based AIS(Automatic Indentification System) data composed of genes and chromosomes has been used. The optimal site of floating offshore wind farm was selected by using 80 genes and by evaluating the fitness of genetic algorithm. Further, the final site was selected by aggregating the seasonal optimal site. During analysis, 11 optimal site were found, and it was verified that the final site selected usng the genetic algorithm was viable from the perspective of maritime traffic.

• Proceedings of the Korea Committee for Ocean Resources and Engineering Conference
• /
• 2003.10a
• /
• pp.297-302
• /
• 2003

This study was carried out to check the contingency planning methods under the analysis of oil spill potential and make a guide line to apply the results to the port of Busan. The expected spilled oil drift patterns are considered with the most probable scenarios under the base of the oil spill potential. The results obtained from this study are as follows: (1) Analysis method of oil spill potent was proposed and the applicability was proved by the application example to the port of Busan to make the contingency plan. (2) Responsible oil spill contingency planning methods / flow are suggested considered environmental factors and the oil spill potential. (3) The coastal waters of Busan was consist of rocky flat, man-made solid shore and beach shore. Marine traffic have high density of oil tanker and cargo ship. Also, oil tanker ship are examined in the small ships to be less than 3000t to supply oil to the ship moored / anchored as well as the large amount of oil tank / basin are located along the coast of Busan port. These systems are introduced to make in put data to the analysis of oil spill potential. (4) According to the analysis of historical records of oil spill accident in Busan, the frequency of accidents by cargo ship rank highest and 45% of accidents is caused by carelessness. about 65% of total accidents shows a small spill accident of less than $10k{\ell}$.

• Journal of the Korean Institute of Navigation
• /
• v.24 no.1
• /
• pp.1-12
• /
• 2000

The ships over the certain navigation area or her length are required to carry charts under the relevant laws. Charts are indispensible to the ships and fishing vessel, because their crew should know the water depth and location of obstacle in order to avoid danger in the navigation and fishing area. But it was found that many ships do not carry proper charts onboard according to the research marine accidents files of marine accident inquiry agency, and questionnaire survey. Consequently, many ships run aground on the coast and port. This study examined the present status of the coastal ship and the fishing vessels, and explained some problems in the aspect of the covering area, the place, the number of the selling agent and adjoining chart, as well as the geographical and traffic density, the crew on board the ship's characteristics, and so on. In this study we propose the way to solve the problem. firstly, the category of the fishing vessel which should carry the chart on bard under the related laws are required to be lowered to 10 gross tons. Besides a ship inspector should examine if the charts covering the area where to navigate even when the temporary inspection is done are carried on board property. Secondly, the inspection body or the controlling office of ship's entry and departure should check throughly whether the ships concerned carry the chart on board. Thirdly the fishing vessels should used the fishing charts, and the body concerned should train the offices about how to use chart, especiany the difference between Tokyo datum and WGS-84 datum. Fourthly the customized chart such as an atlas like a map, a calenda-type chart, a small chart, as a coated chart needs to be publish for the safety of small ship and fishing vessel. Fifthly, it is advisable to draw a recommended course in the route where the coastal navigate mainly and in the narrow channel, The adjoining area should be improved, as well as the qualify of the chart paper. Sixthly, publication of additional new chart in the southern part of East Sea, the eastern part of South Sea, the western part of South Sea and middle part of Yellow Sea near Incheon port should be thought over. Seventhly, the number of chart selling agent should be increased for the sake of purchaser in proportion to the number of port, and small correction of charts in selling agent must be carried out completely.