• Magazine of the Korean Society of Agricultural Engineers
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• v.24 no.1
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• pp.44-52
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• 1982

Recently, estuary reserovoirs have been actively constructed in Korea and also in Japan there are a large number of estuary reservoirs constructed. But most of the estuary reservoirs are located at the downstream of a river where geographical condition is best for the construction of an enclosing dam. And an effective utilization of water from the estuary reservoir seems to be difficult even if estuary reservoirs are considered to be the water resources the most available for their watershed. Studies on estuary reservoirs so far have been mainly concentrated on the physical and engineering problems of the dam construction itself. The purpose of the present study is to review the estuary reservoir planning in connection with the water resources development and to study a basis of the planning. First, the levels of water use in Korea and Japan were compared with those of other countries in the world. And then, some representative reservoirs were selected to study the roles of a reservoir and water-using conditions in the watershed. Based on the study, a survey was given on the relation between a dam construction upstream and an estuary reservoir construction downstream of a river. Finally, a comprehensive examination was made of the bases of estuary reservoir planning. (1) The estuary reservoir planning is deeply related to the plan for water use develo- pment in the watershed. After the upstream water resources were fully developed up to the most, water reso- urces development by an estuary reservoir should be started. (2) If an estuary lake has a capacity big enough, it can store flood discharge of the watershed without any loss and become a basic facility that will bring about the maxi- mum use of water from the watershed. (3) Estuary reservoirs store water used in the upstream watershed, so recycling of water use is attained by the reservoir. Water in the estuary lake is difficult to be fresh water in its long run. Therefore, estuary reservoir should be located at a place where polluted water is purified and refused. All the planning should be based on the assumption that water in the estuary lake is not fresh but polluted after a long time. (4) The estuary lake can only supply water to the lower basin directly. But the upstream area is benefited from the estuary lake by exchange of irrigation water sources between the lower and the upper area. So a large-scale exchange plan between new and existing water resources is important. By constructing estuary reservoirs and the exchange of water sources between upper and lower areas, the reasonable maximum use of water from the whole watershed is at- tained. (5) The big problem coming from the water resources development by an enclosing estuary is salt water intrusion into the lake. To maintain the estuary lake salt-free, multi-purpose use of the lake should be avoided. It is necessary to take such fundamental measures as abolition of back flow operation of gate, and the closing of the fish port and the fish ladder. The results mentioned above were found in this study and these results of this study could be used for the adequate planning of estuary reservoirs in connection with the maximum water use of the watershed.

• Journal of Korean Port Research
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• v.13 no.1
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• pp.133-146
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• 1999

Mokpo coastal area is connected to the adjacent a long river and two large basins. It is essential for port planning coastal zone management and environmental impact study to analyze the data related to the ship operation and variation of current and water quality due to the development of water area including dredging reclamation and estuary barrage. The Yongsan river estuary weir and Yongam-Kumho basins discharge much of water through water gates for the purpose of flood control and prohibit salt intrusion at the inland fresh water area. To meet this purpose discharge through the gates have been done at the period of maximum water level difference between inner river and sea level. This discharged water may cause the changes of current pattern and other environmental influences in the vicinity and inner area of semi-closed Mokpo harbor. In this study ADI method is applied to the governing equation for the analysis of the changes on current pattern due to discharged water. As the results of this study it is known that the discharging operation causes many changes including the increase of current velocity at the front water area at piers approaching passage and anchorages. Discussion made on the point of problems such as restricted maneuverability and the safety of morred vessels at pier and anchorage. To minimize this influence the linked gate operation discharging warning system and laternative mooring system are recommended.

• Journal of Navigation and Port Research
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• v.27 no.3
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• pp.259-266
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• 2003

Due to the growth of population and industrial development at the coastal cities, there has been much increase in necessity to effective control of the wastes into the coastal water and river. The amount of disposal at those waters has been increased rapidly ana it is necessary for us to track of it in order to keep the waterway safe and the water clean. The investigation and research in terms of water quality in these regions have been conducted frequently but the systematic survey of the disposed wastes at the bottom was neglected and/or minor. In this study we surveyed the status of disposed waste distribution at the bottom of coastal water and river from the scanned images. The intensity of sound received by the side scan sonar tow fish from the sea floor provides information as to the general distribution and characteristics of the superficial wastes. The port and starboard side scanned images produced from two arrays of transducers borne on a tow fish connected by tow cable to a tug boat have the area with width of 22m~112m and band of 44m~224m. All data are displayed in real-time on a high-resolution color display ($1280{\times}1024$ pixels) together with position information by DGPS. From the field measurement and analysis of the recorded images, we could draw the location and distribution of bottom disposals. Furthermore, we could make a database system which might be useful for navigation and fundamental for planning the waste reception and process control system.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.29 no.1
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• pp.237-243
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• 2005

To design ship channel is one of important factors for planning and developing a port. Bends in channel should be avoided if possible, but the channel should be widened, if channel bend is unavoided, to account widened path of a ship in bend for the safe passage of a ship. In this study, Variable Bumper Area(VBA) model is applied to determine ship channel width in bend and channel-bend geometry. The result of this study shows that the width of a channel in bend may be designed as wide as the width in straight lane provided the angle of deflection is less than 30 degree, should be widened for 60degree deflection based on the length of the largest ship using the channel and the angle of deflection.

• Journal of Navigation and Port Research
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• v.29 no.8 s.104
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• pp.693-699
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• 2005

To design ship channels is one of important factors for planning and developing a port. Bends in channels should be avoided if possible, but the channel should be widened, if channel bend is unavoidable, considering the swept path of a ship for safe passage. In this study, Variable Bumper Area(VBA) model is applied to determine the channel widths in bends. The result of this study shows that the width of the bend may be designed as nearly same size of that in straight channel in case that the angle of deflection is less than 30 degrees, and that of the bend with 60 degrees deflection should be widened based on the length of the largest ship using the channel and the angle of deflection.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.151-156
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• 2006

Accurate vessel traffic observation is indispensable to carry out vessel traffic management, design of vessel traffic route, planning of port construction, etc. In order to observe the vessel traffic accurately without many efforts such as the use of a ship or car equipped with special radar observation system and the preparation of observation staff, the authors have been developing completely automated remote radar/AIS network system covering the main traffic area in Tokyo Bay. The composite radar image observed at Yokosuka and Kawasaki radar stations with AIS information can be seen on web site of Internet. In addition to the development of radar/AIS observation system, the software to analyze observed vessel traffic flow has been developed. This software has various functions such as automatic tracking of ship's positions, automatic estimation of ship's size, automatic integration of radar image and AIS data, animation of ships' movements, extraction of dangerous ship encounters, etc. The configuration and functions of the developed remote radar/AIS network system are shown first in this paper. Then various functions of the software to analyze vessel traffic are introduced, and some analyzed results on the vessel traffic in Tokyo Bay are described demonstrating the effectiveness of the developed system.

• Journal of Navigation and Port Research
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• v.39 no.6
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• pp.529-538
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• 2015

This paper was intended to empirically identify problems with recreational sea fishing park facilities installed to help reinvigorate local economy of fishing villages in order to mitigate shortage of fishing facilities amid an increase in sea fishers and spur evolution of sea fishing into a marine leisure activity, on which basis this researcher presented direction for facility planning which is deemed necessary to map out the plan for sea fishing parks, along with measures designed to improve sea fishing park facilities. To analyze the problems related to sea fishing park facilities, we conducted a survey on facility operations involving 9 sea fishing parks and 2 sea ranches and had an investigative interview with facility manager. Moreover, a survey was conducted of fishers in 25 sea fishing places, including sea fishing park, fishing experience village, etc., in order to investigate their demand for facilities. The results of survey suggested that there was a significant demand for expansion of amenities such as safety facilities, toilets, lounge facilities, etc., which can accommodate the increase in the number of people fishing with family. Furthermore, the results showed that there was a huge demand for introduction of facilities aiding leisure activities in addition to facilities for fishing activities including education facilities such as fishing site at the corner exclusive for beginners, experiential facilities, camping site, seaside park, promenade, etc. Thus, sea fishing park should be the complex leisure space with a focus on fishing activities and requires facility configuration and facility planning suited to activity requirements within fishing park.

• International Journal of Naval Architecture and Ocean Engineering
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• v.11 no.2
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• pp.679-687
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• 2019

This paper presents the autonomous swimming technology developed for an Autonomous Underwater Vehicle (AUV) operating in the underwater jacket structure environment. To prevent the position divergence of the inertial navigation system constructed for the primary navigation solution for the vehicle, we've developed kinds of marker-recognition based underwater localization methods using both of optical and acoustic cameras. However, these two methods all require the artificial markers to be located near to the cameras mounted on the vehicle. Therefore, in the case of the vehicle far away from the structure where the markers are usually mounted on, we may need alternative position-aiding solution to guarantee the navigation accuracy. For this purpose, we develop a sonar image processing based underwater localization method using a Forward Looking Sonar (FLS) mounted in front of the vehicle. The primary purpose of this FLS is to detect the obstacles in front of the vehicle. According to the detected obstacle(s), we apply an Occupancy Grid Map (OGM) based path planning algorithm to derive an obstacle collision-free reference path. Experimental studies are carried out in the water tank and also in the Pohang Yeongilman port sea environment to demonstrate the effectiveness of the proposed autonomous swimming technology.

• Journal of the Society of Naval Architects of Korea
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• v.58 no.2
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• pp.121-128
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• 2021

According to the increasing interest and demand for the Autonomous Surface Vessels (ASV), the autonomous navigation system is being developed such as obstacle detection, avoidance, and path planning. In general, autonomous navigation algorithm controls the ship by detecting the obstacles with various sensors and planning path for collision avoidance. This study aims to construct and prove autonomous algorithm with integrated various sensor using the Robot Operating System (ROS). In this study, the safety zone technique was used to avoid obstacles. The safety zone was selected by an algorithm to determine an obstacle-free area using 2D LiDAR. Then, drift angle of the ship was controlled by the propulsion difference of the port and starboard side that based on PID control. The algorithm performance was verified by participating in the 2020 Korea Autonomous BOAT (KABOAT).

• 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.