• Journal of the Korea Society of Computer and Information
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• v.28 no.10
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• pp.267-275
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• 2023

The digital transformation of the shipbuilding, shipping, and logistics sectors is predicted to lead to the introduction of autonomous ships and changes in the way ships are operated. The co-existence of various operation forms, such as autonomous operation and remote operation, with the existing operation methods is expected to lead to the transformation of the ship operation process and the emergence of new stakeholders. This paper studies the future ship operation process according to the change in ship operation method, predicts the change in the operating environment of future ships, and derives functional requirements by major tasks and stakeholders. The Delphi technique is applied to construct a ship operation scenario from the planning stage of voyage and cargo transport to the stage of arrival at the final destination port and discharge of cargo, and to predict future work changes by task and actor. Seafarers' activities are expected to be minimised by remote and autonomous operation, and experts in each field are expected to have responsibilities and tasks in different aspects of ship operation.

• Journal of Navigation and Port Research
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• v.40 no.4
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• pp.197-205
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• 2016

Our country, which relies on maritime transport a majority of import and export trade volume and faced with unexpected accidents, it is difficult to operate the normal function of container terminal. It also caused by reliability issue raised is likely to be given a blow to the new volumes to attract and maintain existing volumes. Under this views, the container terminal is a situation that highlights the role of the harbor workers and cope with aggressive work to provide the best quality services to customers 365 days. On these grounds, the heavy work burden is passed on to the harbor workers and caused accidents every year. The study was analyzed the safety status of the container terminal under the real following the conditions as disaster status analysis, insufficient safety training circumstances and safety training from 2012 year to 2015 in the target current K.Y terminal. As a result of equipments safety training analysis, it shows that 2012 year happened 45 cases and 31 cases in 2013 year until not practicing the training over the Gantry Crane equipment. One hand 23 cases took place in 2014 while preparation training and the other intensive training period of 2015, 8 cases occurred. it shows that 2012 year happened 13 cases and 19 cases in 2013 year until not practicing the training over the Transfer Crane equipment. One hand 12 cases took place in 2014 while preparation training and the other intensive training period of 2015, 8 cases occurred. it shows that 2012 year happened 9 cases and 9 cases in 2013 year until not practicing the training over the Yard Tractor equipment. One hand 9 cases took place in 2014 while preparation training and the other intensive training period of 2015, 4 cases occurred. Because safety training of the container terminal was given to greatly impact on the mandatory safety training, self-educational enforcement and specified equipments safety training, hence the container terminal is to strengthen the safety education to prevent accidents in advance.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.5
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• pp.572-580
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• 2019

In view of the numerous discussions on global environmental issues, policies have been implemented to limit emissions in the field of marine transport, which accounts for a major part of international trade. In this study, a ship's emissions were calculated by applying the engine load factor to determine the total quantity of emissions based on the ship's speed reduction. For ships entering and leaving the Busan North Port from 1 January to 31 December 2017, emissions were calculated and analyzed based on the ship's type and its speed in the reduced speed zone (RSZ), which was set to 20 nautical miles. The comparison of the total amount of emissions under all situations, such as cruising, maneuvering, and hotelling modes revealed that the vessels that generated the most emissions were container ships at 76.1 %, general cargo ships at 7.2 %, and passenger ships at 6.8 %. In the cruising and maneuvering modes, general cargo ships discharged a lesser amount of emission in comparison with passenger ships; however, in the hotelling mode, the general cargo ships discharged a larger amount of emission than passenger ships. The total emissions of nitrogen oxides (NOx), sulphur oxides (SOx), particulate matter (PM), and volatile organic compounds (VOC), were 49.4 %, 45 %, 4 %, and 1.6 %, respectively. Furthermore, the amounts of emission were compared when ships navigated at their average service speed, 12, 10, and 8 knots in the RSZ, respectively. At 12 knots, the reduction in emissions was more than that of the ships navigating at their average service speed by 39 % in NOx, 40 % in VOC, 42 % in PM, and 38 % in Sox. At 10 knots, the emission reductions were 52 %, 54 %, 56 %, and 50 % in NOx, VOC, PM, and Sox, respectively. At 8 knots, the emission reductions were 62 %, 64 %, 67 %, and 59 % in NOx, VOC, PM, and Sox, respectively. As a result, the emissions were ef ectively reduced when there was a reduction in the ship's speed. Therefore, it is necessary to consider limiting the speed of ships entering and leaving the port to decrease the total quantity of emissions.

• Korean Journal of Remote Sensing
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• v.38 no.6_1
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• pp.1463-1478
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• 2022

Maritime transport accounts for 99.7% of the exports and imports of the Republic of Korea; therefore, developing a vessel monitoring system for efficient operation is of significant interest. Several studies have focused on tracking and monitoring vessel movements based on automatic identification system (AIS) data; however, ships without AIS have limited monitoring and tracking ability. High-resolution optical satellite images can provide the missing layer of information in AIS-based monitoring systems because they can identify non-AIS vessels and small ships over a wide range. Therefore, it is necessary to investigate vessel monitoring and small vessel classification systems using high-resolution optical satellite images. This study examined the possibility of developing ship monitoring systems using Compact Advanced Satellite 500-1 (CAS500-1) satellite images by first training a deep learning model using satellite image data and then performing detection in other images. To determine the effectiveness of the proposed method, the learning data was acquired from ships in the Yellow Sea and its major ports, and the detection model was established using the You Only Look Once (YOLO) algorithm. The ship detection performance was evaluated for a domestic and an international port. The results obtained using the detection model in ships in the anchorage and berth areas were compared with the ship classification information obtained using AIS, and an accuracy of 85.5% and 70% was achieved using domestic and international classification models, respectively. The results indicate that high-resolution satellite images can be used in mooring ships for vessel monitoring. The developed approach can potentially be used in vessel tracking and monitoring systems at major ports around the world if the accuracy of the detection model is improved through continuous learning data construction.

• Korean Journal of Heritage: History & Science
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• v.54 no.4
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• pp.60-77
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• 2021

From 2007 to 2011, four Goryeo Dynasty vessels, namely the Taean treasure ship, Taean Mado Shipwreck No.1, No.2, No.3 were discovered in Taean area, Chungcheongnam-do province. From the shipwrecks, 175 pieces of mokkan (wooden tablet) were excavated. These mokkans are the only case of Goryeo Dynasty and represent the unique usage of mokkan as cargo tags, after the paper replaced the wooden tablets as writing materials. The Taean mokkans provide details, such as the year, recipient, port of origin, types of the cargo, quantity and unit, the name of the responsible person for shipment. Thus, they enable us to speculate about the characteristics of the cargo. Furthermore, through studying the writing style, form, material and manufacturing method, researchers can extract which form and characteristics were favored at that time. The Taean mokkans have no preset style for writing. Therefore, they can be written selectively and freely. And since the mokkan were attached to cargos, mokkans with furrows on upper side were favored, and efficiency and simplification of the manufacturing process were priorities in making mokkans. The Taean mokkans can be compared to those from the Shinan ship and the Quanzhou ship because those are of the same era and use. On the writing styles and information, Chinese mokkans are focused on the cargo owners, while The Taean mokkan includes more detailed information, such as the recipients. In forms, Chinese mokkans have maximum thickness of 1.0 centimeter and have pointed edges in lower parts, while mokkans from Taean do not have fixed thickness or edges. Furthermore, Chinese mokkans and Korean mokkans have different styles from manufacturing methods and material selections. These differences between Chinese and Goryeo mokkan are related to the differences between littoral-transport Goryeo ships and ocean-transport Chinese ships, such as shipping distances, types of cargo, shipping systems, packing methods, and transport operators. At the moment, because there are only small amount of data and materials of Chinese mokkan, comparative studies regarding Goryeo and Chinese mokkan can only be fragmentary. However, this article can be a base from which to expand the scope of Goryeo mokkan studies.

• Journal of the Korea Concrete Institute
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• v.21 no.2
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• pp.199-207
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• 2009

Many researches on electromagnetic (EM) properties like dielectric constant and conductivity are performed since they can be characterized in nonmetallic cement-based material such as mortar and concrete. However, they are much affected by the moisture so that the behaviors of EM properties are to be clearly understood. In this paper, measurements for saturation and EM properties are performed for cement mortar specimens with five different water to cement (W/C) ratios including basic tests like compressive strength and porosity measurement. Every saturated specimens are exposed to room condition and the changes in EM properties caused by decreasing saturation are analyzed. In the saturated condition, higher measurement of EM properties are evaluated in the specimens with higher porosity, however this relationship is adversely changed with drying process. Since the pores without filled water causes the decreases in EM properties, the measurements show stable and linear increment with the lower W/C ratios. Furthermore, the increasing ratios of EM measurements with W/C ratio are shown with saturation and the relationships between them are derived through regression analysis.

• Journal of the Korean Society of Marine Environment & Safety
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• v.17 no.4
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• pp.399-405
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• 2011

Recently, the navigation risk is increasing significantly with growth of marine traffic volume and construction of marine facilities, water bridges, port development and marine wind farm etc. To reduce this kinds of risk, Ministry of Land, Transport and Maritime Affairs enacted a new law called MSA(Maritime Safety Audit) as a comprehensive maritime traffic safety management scheme in order to ensure safety improvements from the early planning stage to post managing of the development which affect the maritime traffic environment. MSA as a tool for improving maritime traffic safety is a formal safety assessment in the existing or future ship's fairway by an independent audit team. It examines the potential hazards of maritime traffic safety, if necessary, and is to ensure the implementation of appropriate safety measures. The object of this paper is to comprehensively evaluate the achievements and implementation problems of MSA about the 2 years, to define the fundamental problems of MSA by conceptualizing and analyzing MSA limits. MSA requires further examination about the introduction of screening and scoping in order to increase the efficiency and objectivity. It will be required the measures concerning policies directions as a tool for planning process for project owner. It will lead to right understanding concerning audit scheme and used in various ways such as amendments to related law.

• Journal of Digital Convergence
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• v.15 no.11
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• pp.187-197
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• 2017

The purpose of this study is to analyze factors that have significant influence on decision making of inland transportation of shippers. The study was conducted in Republic of Korea and Northern areas of China where marine feeder lines are operated, and logistic regression analysis was used as a research method. More than 67% of the domestic shippers who received the questionnaire were found to make inland transportation decisions. As a result, the inland freight and unloading costs had a significant influence on the inland transportation decision of the shippers. On the other hand, in order to attract domestic and overseas shippers to generate profits, it is necessary to establish various infrastructures and incentives for government support to reduce inland transportation costs and freight charges by identifying needs of shippers. In addition, it is necessary to review the factors influencing decision making of inland freight in shippers and port facilities, and ways to create freight should be sought through continuous improvement efforts in these areas. An analysis using various factors which can influence inland transport is needed as a future study.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.1
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• pp.25-33
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• 2015

The Strait of Malacca is one of the most important fairways in the world and its traffic safety has direct effect on economic development of East Asian countries including China, Japan and Korea. Because of this reason, a safety analysis of the marine traffic in the strait has a great significance. In this paper, we analysed the statistic distribution of marine traffic in the Strait of Malacca based on the vessels' AIS data for 1 month by using the TOAIS and EasyFit programs. As the results of the analysis, it was found that the traffic distribution of this strait was different with normal distribution, which had been still widely used in marine traffic engineering field. Furthermore, with the traffic distribution analysis results, the traffic safety of the strait was also assessed by using the IWRAP model. The results showed that the highest level of risk were overtaking and crossing situations. Finally, we found that the highest risk of collision area in the Strait of Malacca was crossing area between the Strait of Malacca and the Port Klang fairway.

• Journal of the Korean Institute of Navigation
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• v.17 no.4
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• pp.1-21
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• 1993

The purpose of this paper is to search for reasonable and fair principles applicable to the delimitation of the Exclusive Economic Zone(which is called the EEZ, hereinafter) around the Korean Peninsula th-rought the comprehensive study of maritime boundary, which is one of the most important issues in the law of the Sea. So far, the sea has been exploited for activities such as fishery, transport and military stratedy, and en-vironmental policy and so on. From this time on, however, it becomes important to us as the major trea-sure-house of various resources which will be developed and used for diversified purposes. For these rea-sons, nowadays, more and more countries of the world are competing to secure waters as much as possible within their jurisdiction. And the regime of the EEZ was created as a result of this international trend. At last, it has been institutionalized as the 200-mile EEZ of a legal notion in the Convention on the Law of the Sea, which was adopted at the Third United Nations Conference on the Law of the Sea, in Jamaica on December 10, 1982. In adapting to this EEZ institution, Korea is faced with several complicated problems as it is bounded on three sides by the sea and all of its neighboring countries such as the PRC, the DPRK, Japan, Russia etc are less than 400 miles away between opposite countries. Therefore, when trying to delimit the boun-dary for the EEZ, it appears necessary to analyze applicable principles and rules of international law for delimitation mainly through the Convention on the Law of the Sea, and studies the trends of actual State practices and recent international precedents. It is hoped that such knowledge will enable Korea to secure sufficient resources and other sovereign rights without conflicting with the neighboring countries concer-ned. For the achievement of the above mentioned object. I analyzed the necessities of the establishment of the EEZ in Korea, the difficulties and practices of Korea's neighbors, and the changes and forthcoming trends in Korea's relations with its neighbors concerned on the basis of the general explanation of the EEZ regime. In conclusion, it is my opinion that for the establishment of the EEZ delimitation which neighbors around the Korean Peninsula should be applied reasonable and equitable principles considering the rele-vant circumstances which characterize the area definitely as well as the UN Convention on the Law of the Sea, 1982.