• Journal of Advanced Marine Engineering and Technology
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• v.39 no.5
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• pp.570-576
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• 2015

3D visualization of navigation simulation is to visualize the environment conditions (e.g. nearby ships, dynamic characteristics, environment, terrain, etc) for any users on ships at sea. Realistic 3D visualization enables the users to be immersed to it and guarantees the reliability of the simulation. In particular, terrain visualization contains many virtual objects, so it is time and cost-intensive for object modelling. This paper proposes a 3D terrain visualization method that can be realized in a short time and with low cost by using the Unity 3D development tool. The 3D terrain visualization system requires bathymetric and elevation terrains, and Aids to Navigations (AtoNs) to be realized. It also needs to include 3D visualization objects including bridges, buildings and port facilities for more accurate simulation. Bathymetric and AtoN elements are acquired from ENC, and the elevation element is acquired from SRTM v4.1 digital elevation chart database developed by NASA. Then, the bathymetric and elevation terrains are generated, and the satellite images are superposed by using this terrain information. The longitudinal and latitudinal information of the AtoNs are converted to the 3-axis information to position the AtoN locations. The 3D objects such as bridges, buildings and port facilities are generated and the terrain visualization is completed. The proposed method realizes more realistic 3D terrain visualization of Busan Port.

• Journal of Navigation and Port Research
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• v.32 no.3
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• pp.245-250
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• 2008

Recently the numerical prediction technique is applied to many fields, because numerical models are developed so much for last decades. The real-time ocean prediction system is one of them and is capable of providing the real-time marine information for users to promote the safety af maritime traffic and preservation of marine resources. The system is composed of observing system, data distribution system and modelling system. In this study authors develop the modelling system and show the results as preliminary study for establishing the real-time ocean prediction system in Busan port. The system test is performed only for M2 tidal modelling due to the lack qf observation data, thus a full-scale test is required in future if enough data are provided Also observing system and data distribution system will be constructed continuously in future, then service for real-time data for users will be initiated.

• Journal of KIBIM
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• v.10 no.1
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• pp.9-22
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• 2020

Recently, BIM has been extended to infrastructures such as roads and bridges, and the demand for BIM standard development for ports is increasing internationally. Due to the low level of utilization of classification system and drawing standards compared to other infrastructures, and the closed nature of national security facilities, ports have insufficient level of connection and sharing environment among external systems or users. In addition, since the standardization of data for port facilities is not made, it is still necessary to establish an independent DB for each system and to ensure interoperability of data between these systems since it does not have a shared environment among similar data. Therefore, the purpose of this study is to develop and verify IFC, the international standard for BIM, in order to cope with the BIM environment and to be commonly used in the design, construction, and maintenance of port facilities. To this end, we build a standard schema with port-specific Express Notation according to buildingSMART International's standard development methodology. First, domestic and international reference model standards were analyzed to derive components such as space and facilities of port facilities. Based on this, the components of the port facility were derived through the codification, categorization, and normalization process developed by the research team. This was extended based on the port BIM object classification system developed by the research team. Normalization results were verified by designers and associations. Then, IFC schema construction was based on Express-G data modeling based on IFC 4 * 2 Candidate, which is a bridge candidate standard based on IFC4 (ISO16739), and IFC 4 * 3 Draft, which is developed by buildingSMART International. The final schema was validated using the commercialized validation tool. In addition, in order to verify the structural verification of the port IFC schema, the transformation process was verified by converting the caisson model into a Part21 file. In the future, this result will not only be used as a delivery standard for port BIM products, but will also be applied as a linkage standard between systems and a common data format for port BIM platforms when BIM is used in the maintenance phase. In particular, it is expected to be used as a core standard for data exchange in the port maintenance stage.

• Journal of Navigation and Port Research
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• v.31 no.6
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• pp.509-514
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• 2007

The importance of the GPS is becoming larger and larger since it is one of the Global Navigation Satellite Systems and is regarded as a national infrastructure in the field positioning and timing Nowadays many researches avoiding and/or minimizing economic loss caused by unexpected fault of the GPS are being carried out because GPS fault can give a large impact on social security system as well as economic system NDGPS network which has been authorized by the Ministry of Marine and Fisheries provides services for marine users and evolved into a national infrastructure for GNSS users. Many researchers and engineers are doing research work in order to apply the NDGPS network to other fields. From this trend, it can be expected that the integrity and related functions for the NDGPS users will become more important than before. This paper analyzes integrity informations about the real GNSS fault and proposes method on integrity monitoring improvement of the DGPS reference station.

• Journal of Navigation and Port Research
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• v.42 no.3
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• pp.187-194
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• 2018

Aids to Navigation (AtoN) is a marine traffic safety facility used to facilitate the safe and efficient movement of shipping and enhance the protection of the marine environment by the regulations or guidelines of The International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA). Our country is managing AtoN to provide consistent services for AtoN users, although an average of 141 AtoN accidents occur annually. An AtoN accident forces non-planned work on the managers to resort the function, and causes psychological anxiety for its users, ultimately resulting in economic losses. This study developed the Social Cost evaluation model of AtoN accidents. The model can be used to quantify the manager's economic activities related to the shutdown and recovery, as well as the cost associated with the inconvenience to AtoN users. The Social Cost evaluation model of AtoN accidents is proposed as the sum of the encounter cost, administration cost and risk cost.

• Journal of Navigation and Port Research
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• v.37 no.5
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• pp.543-549
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• 2013

In this study, as waterfront space to represent the Busan, to elect (Haeundae, Minrak park, Gwangalli, APEC Naru Park, Dadaepo, Jagalchi, Taejongdae) the seven high degree of recognition, we conducted a pre-sample survey. We investigated the awareness of waterfront space to re-conducted a questionnaire survey (Haeundae, Jagalchi) the two places the property was most apparent on the basis of the result, visitors feel about waterside space. As a result, the Haeundae, has been answered ". Feels the breeze of the sea" (163 people) 81.5% of users, Jagalchi is the fruits of the sea "(111 people) 55.8% it is answered. "that can be eaten. In addition, the center of consciousness of waterfront space, we conducted an analysis of the overall satisfaction of waterfront space age group of each, depending on the desired behavior.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.309-314
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• 2006

In general DGPS system, the correction message is transferred to users by wireless modem. To cover wide area, many DGPS station should be needed. And DGPS users must have a wireless modem that is not necessary in standalone GPS. But SBAS users don't need a wireless modem to receive DGPS corrections because SBAS correction message is transmitted from the GEO satellite by L1 frequency band. SBAS signal is generated in the GUS(Geo Uplink Subsystem) and uplink to the GEO satellite. This uplink transmission process causes two problems that are not existed in GPS. The one is a time delay in the uplink signal. The other is an ionospheric problem on uplink signal, code delay and carrier phase advance. These two problems cause ranging error to user. Another critical ranging error factor is clock synchronization. SBAS reference clock must be synchronized with GPS clock for an accurate ranging service. The time delay can be removed by close loop control. We propose uplink ionospheric error correcting algorithm for C/A code and carrier. As a result, the ranging accuracy increased high. To synchronize SBAS reference clock with GPS clock, I reviewed synchronization algorithm. And I modified it because the algorithm didn't consider doppler that caused by satellites' dynamics. SBAS reference clock synchronized with GPS clock in high accuracy by modified algorithm. We think that this paper will contribute to basic research for constructing satellite based DGPS system.

• Journal of Korea Port Economic Association
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• v.25 no.3
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• pp.1-20
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• 2009

A survey to pallet users was conducted in an aspect of the efficiency and benefit. The questionnaire identified the preference about the main variables such as price, size, conformity, material, which are the criteria of the users' choice. staffs in the capital region was selected as respondents and Cluster Analysis and Simulations was carried out with Conjoint Analysis. The result shows that the variables of material and conformity between facilities and products were more important than the variable of size. The respondents prefer the pallets with a various range of products because warehouses should keep a range of products under various condition of temperature. In accordance, the companies that provide a pallet pool service should set up individual marketing strategy by a type of customers so as to maximize the competitiveness in domestic or international markets. Furthermore, supplying standardized pallets should be consistent with the standardization not for individual logistics units, but for whole logistic systems. To achieve this, it requires the compatibility amongst a range of logistics activity participants by their characteristics.