• Journal of Navigation and Port Research
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• v.44 no.3
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• pp.174-180
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• 2020

With the removal of underwater obstacles in the Busan New Port, the water depth of the pier has been secured up to 17m, and the port authority is constantly responding to the trend of container vessels becoming larger. Also, in 2020, 24,000TEU class container ships are entering to the port, and it is planned to secure the depth in the port to 23 m later in line with this trend. Mega container ships must check in advance the factors to be considered depending on the situation at the time, and for this, it is judged that information sharing among stakeholders is necessary. In this paper, to understand the effect of the corresponding route because of the mega container ships, a transit safety evaluation was conducted based on statistical data on ship entry and departure and maneuver characteristics of corresponding ships. The result showed that the transit of the mega container ships has increased up to 8.4% comparing to the risk of 4,000TEU class container ships. Additionally, safety measures such as minimum safety depth and tug operation plans were presented by gathering opinions on operational characteristics from the perspective of pilotage for safe transit in the Busan New Port area. Through this, it is considered that it will be possible to contribute to the prevention of accidents when entering and leaving the Busan New Port.

• Journal of Navigation and Port Research
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• v.45 no.3
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• pp.109-116
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• 2021

The explosion of a chemical tanker ship during cargo transshipment via double-banking at Ulsan Port, resulted in major damage including fires involving nearby ships. As a follow-up measure to prevent the recurrence of similar accidents, the 'Safety Management of Dangerous Goods in Port' was established, and the designation of a transshipment pier for dangerous goods is required given the risk of explosion and the impact on major facilities in the port. This study evaluated the Fire & Explosion Index of major transshipment cargoes in Ulsan Port to design a transshipment pier based on the Explosion Risk Assessment. Based on the results of Fire & Explosion Index evaluation of styrene monomer and benzene, severe explosion risk was confirmed, and the exposure radius was calculated. Based on the results of the exposure radius, the risk range for each major pier was calculated, and 12 terminals were proposed as transshipment pier candidates considering port facilities, surrounding dangerous facilities, and residential aspects. Since the results of the study suggest transshipment piers based on the risk radius alone, maritime traffic safety, pier and mooring facilities, safety facilities and accessibility for emergency response should be considered comprehensively to designate actual transshipment piers.

• Proceedings of KOSOMES biannual meeting
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• 2003.11a
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• pp.35-44
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• 2003

Considering possible legal and policy problems with regard to the Cheju Strait, a central issue is whether the Cheju Strait should be treated as Korean territorial sea or an international strait The claim that the strait is territorial sea has been based on the use of a straight baseline method of dermarcation With the use of straight baseline, Korea claims that the breadth of the Cheju Strait is only 20.7 miles at its narrowest point and therefore the strait becomes the territorial sea of Korea. The consideration cf marine pollution has weighed heavily in claiming the Cheju Strait as territorial sea. Pollution resulting from the accidents cf tankers caused by fire, collision, or stranding in the Cheju Strait and the Korea Strait would be enormous, affecting the entire coastal waters of the south coasts cf Korea's mainland and Japan's Tsushima Islands areas. Catastrophic pollution in the Cheju Strait could also come from the accidents cf large-size oil tankers passing through the Korea Strait from the Malacca Strait Although the Korean government considers the geographic and socioeconomic conditions sufficient to justify Korea's claim of the Cheju Strait as territorial sea, it believes that declaring it so would raise considerable legal conflicts with maritime states. In view of the legal difficulties and the need to meet the problems arising from the growing vessel traffic in the Cheju Strait, the sea lanes and traffic separation schemes may be considered an alternative to the internationalization of the Cheju Strait Even if the Korean government dose not do so, the regime of innocent passage should be applied to vessels passing through the Strait and should not suspend innocent passage through the Strait. Therefore, the Korean government needs to have a more legal, pragmatic, functional and managerial approach than a purely sovereign and selfish approach to the solution of legal matters of the Cheju strait For this purpose, the UN Convention on the Law of the Sea would serve as a guide and also self-restraint and cooperative approaches would become norms governing the resolution of the law of the sea issues in the Cheju Strait.

• Journal of the Ergonomics Society of Korea
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• v.36 no.5
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• pp.467-484
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• 2017

Objective: The purpose of this paper is to review, with the main focus on aviation safety technology and management program, how human factors are currently taken into consideration within transportation sectors, especially aviation, and to further share related information. Background: Human factors account for the majority of aviation accidents/incidents. Thus, the aviation sector has been comparatively quick in developing and applying technologies and management programs that deal with human factors. This paper reviews the latest safety technologies and management programs regarding human factors and aims to identify the trend. Method: This paper, based on literature research and practical experience, examines the latest international standards on technologies and management programs, those that deal with human factors and are adopted by international and domestic aviation organization. The main focus of discussion is how human factors are reflected during the system design and operation process. Results: The current most important issue in designing is the consideration of human factors in Cockpit, Automation, and Safety system technology design. From an operational point of view, the issues at hand are screening and training aviation workers to promote aviation safety, providing education on human factors and CRM/TEM, and running a safety management program to implement SMS. They were discussed based on the operational experience within the aviation sector. Conclusion: Major examples of a human factors approach to promote aviation safety are safety programs and various safety and monitoring technologies applied to aviation personnel for error management. These programs must be managed in an integrated manner that takes both the system designing and operational point of view into account. Application: It is thought that the human factors approach for promoting aviation safety reviewed in this paper can be extended and applied to safety management programs in other transportation sectors such as the railroad, maritime, road traffic etc.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.670-678
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• 2018

In coastal waters where the traffic volume of the ship is high, there is a high possibility of a collision accident because complicated encounter situations frequently occurs between ships. To reduce the collision accidents at sea, a quantitative collision risk assessment is required in addition to the navigator's compliance with COLREG. In this study, a new collision risk assessment system was developed to evaluate the collision risk on ship's planned sailing routes. The appropriate collision risk assessment method was proposed on the basis of reviewing existing collision risk assessment models. The system was developed using MATLAB and it consists of three parts: Map, Bumper and Assessment. The developed system was applied to the test sea area with simple computational conditions for testing and to actual sea areas with real computational conditions for validation. The results show the length of own ship, ship's sailing time and sailing routes affect collision risks. The developed system is expected to be helpful for navigators to choose the optimum safe route before sailing.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.8 no.5
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• pp.85-97
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• 2009

Continuous increase of traffic demand has caused confirmed congestion, fuel consumption, emission, safety, etc. as serious social problems at the present time. The Smart Highway Project has been conducted by the supervision of Ministry of Land, Transport and Maritime Affaire to solve such problems since 2007. The Smart Highway Project includes LDWS (Lane Departure Warning System), a system to prevent broadside collisions and accidents, as a sub-technology of road-vehicle associating technologies. This system warns drivers when their vehicle deviates from the lane where they are traveling at high-speed on the highway. In this paper, the LDWS was evaluated using CBA to analyze the socio-economic consequences. Estimated benefits include reduction of accidents and convenience of drivers. In addition, the economics according to the distribution rate is various when it comes to Lane Departure Warning Technology, the economics of both cases - positive scenario and negative scenario, which was analyzed. As a result, the Benefit-Cost ratio(B/C) of negative scenario showed 0.97 in 2020 and 1.36 in 2030 while B/C ratio of the positive scenario showed 1.04 in 2020 and 1.59 in 2030, which indicated that the higher distribution rate is, the higher the economics generates. Therefore, it is judged that the introduction of Lane Departure Warning Technology will result in high economics.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.4
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• pp.577-586
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• 2022

The increasing trade volume between Korea and China has rapidly expanded the maritime transport between the two countries. However, safety, particularly considering the ship collisions in the Yellow Sea and East Sea waters, has not been fully ensured. These collision accidents in that region endanger traffic safety and the marine environment, moreover, it has the potential to cause legal complexity because Korea and China haver domestic legislation, that are considerably different in some aspects. International conventions and domestic legislation in China provide detailed laws with respect to ship collisions, however, the theory of ship collision infringement still needs to be improved, enriched, and developed. Because these laws are not very clear on the resolution of disputes resulting from ship collisions, we focused on the final judgments by the Supreme Court of China (SPC), and the judicial judgments set by the Maritime Court of China. This study aimed to explore the domestic legislation applicable to disputes related to ship collisions in China, and comparatively investigate the legal provisions of Korea and China on the issue of ship collisions, particularly on the aspect of damage compensation, fault ration, and liability apportionment.

• Korean Journal of Remote Sensing
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• v.37 no.3
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• pp.559-566
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• 2021

It is necessary to quickly detect and respond to ship accidents that occur continuously due to the influence of the recently increased maritime traffic. For this purpose, ship detection research is being actively conducted based on satellite images that can be monitored in real time over a wide area. However, there is a possibility that the wake may be falsely detected as a ship because the wake removal is not performed in previous studies that performed ship detection using spectral characteristics. Therefore, in this study, ship detection was performed using SDI (Ship Detection Index) based on the Sentinel-2A satellite image, and the wake was removed by utilizing the difference in the spectral characteristics of the ship and the wake. Probability of detection (POD) and false alarm rate (FAR) indices were used to verify the accuracy of the ship detection algorithm in this study. As a result of the verification, POD was similar and FAR was improved by 6.4% compared to the result of applying only SDI.