• Korean Journal of Remote Sensing
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• v.39 no.1
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• pp.23-45
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• 2023

Tuvalu is a small reef islands country in the Pacific Ocean. Its coastal regions are very much dynamic due to the profound effects of tropical cyclones and sea level rise (SLR). However, research works on coastline dynamics of Tuvalu mainly cover its capital, Funafuti. Therefore, this review summarizes the extent of long-term coastal changes in different islets of Funafuti and on overall Tuvalu. In Funafuti, highly accreting areas are Te Afualiku, Fuafatu, Motugie, and Amatuku, and highly eroding areas are Fuagea and Tefala with the fully disappeared islet of Vasafua after 2005. However, in spite of different causes and supposition of scientists on disappearing these lands the accretion is more dominant than erosion which resulted in 7.3% net increase of land areas of Tuvalu over 117 years till 2015. Severe tropical cyclones mainly caused accretion of land areas by forming coral rubble rampart formation and further reworks and erosion to small sandy islands whereas frequent low-energy cyclones mainly caused erosion. Though, till now severe erosion of coastal areas are not evident by global SLR, islets of Funafuti experienced remarkable shoreline increase as formation of 30-40 m wide rubble rampart formation along 19 km in 1971 by tropical cyclone Bebe and net increase of area of 3.45 ha by tropical cyclone Pam in 2015. In spite of such overall accretion of coastal areas several scientists suspect drowning of its areas in future because of high SLR (~5.1±0.7 mm/year) at Funafuti which supposedly will not work as a breakwater anymore. Thus, protection measures should be taken to prevent coastline erosion as well as land reclamation activities should be done following the global examples.

• Journal of the Korean Society of Marine Environment & Safety
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• v.2 no.1
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• pp.137-150
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• 1996

Safety is built in to the activities of the prudent ship operator. Ant investment made towards this end is likely to have a measurable payback in positive terms. That there must be an investment is inevitable, because the industry at large has let things slip too far too long. Those who have not allowed it to slip too far and who are the first to recognize that safety, far from costing money, in the long term actually preserves it, will be wieners. Too many seem to have lost sight of the fact that every one hundred pennies saved is a full one hundred pennies profit. Every hundred pennies of additional revenue contributes no more then fifteen pence to profit. Environmental protection is not so simple, nor so financially attractive. Man needs the minerals of the Earth as well as the products of the soil and sea survive. We(the human race) are still not in the position, politically or financially to manage the Earth's assets without causing damage. The evidence of our damage is evident in many different parts of the Glove and will in some cases haunt several generations still to come. We have learned a lot, and continue to learn, but despite the best intentions some Government needs for their people will be at the expense of people in another region for the foreseeable future. We sailors ply the seas with the raw materials of commerce as well as the finished and part finished goods. It does not always sit well to consider too deeply what effect the ship and the cargo it carries is having, or may have, on some communities, or on the sea through which sail. None my generation can hold up his head and claim to be without blame in the pollution of the seas. Times are changing though, and Governments are turning their attention more to the protection of our planet and its precious resources. This will not be without cost. The investment will have to be made not for our benefit, but for the benefit of generations yet to come, however the cost will have to be borne by society as a whole, not by the shipping community alone. The debate surrounding the choice between engineering our way to a better tomorrow, or adapting our working practices will continue. Each method has the same goal as its target and as long as we attain the goal does it really matter how we get there?

• Journal of the Korean Society of Marine Environment & Safety
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• v.30 no.2
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• pp.200-208
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• 2024

The occurrence a fire on a training ship with a large number of people on board can lead to severe casualties. Hence the Seafarers' Act and Safety Life At Sea(SOLAS) emphasizes the importance of the abandon ship drill. Therefore, in this study, the training ship of Mokpo National Maritime University, Segero, which has a large number of people on board, was selected as the target ship and the likelihood and severity of fire accidents on each deck were predicted through the preliminary hazard analysis(PHA) qualitative risk assessment. Additionally, assuming a fire in a high-risk area, a simulation of evacuation time and population density was performed to quantitatively predict the risk. The the total evacuation time was predicted to be the longest at 501s in the meal time scenario, in which the population distribution was concentrated in one area. Depending on the scenario, some decks had relatively high population densities of over 1.4pers/m², preventing stagnation in the number of evacuees. The results of this study are expected to be used as basic data to develop training scenarios for training ships by quantifying evacuation time and population density according to various evacuation scenarios, and the research can be expanded in the future through comparison of mathematical models and experimental values.

• Journal of Korea Ship Safrty Technology Authority
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• s.38
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• pp.32-42
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• 2015

세계적 경제변화, $CO_2$ 배출량의 규제, 연료비 상승 등의 원인에 의해 국내외에서 최적항로지원시스템 개발 및 상용화하여 사용중에 있다. 하지만, 대부분 외항상선을 대상으로 하여 기술의 실용화를 위한 실선실험이 행해졌고 내항상선을 대상으로 개발한 사례는 거의 없다. 또한, 국제해사기구(IMO)의 "e-Navigation 전략이행계획" 및 정부의 "한국형 e-Navigation 사업"에 따라 주요 추진전략으로 연구개발 되고 있는 차세대 신(新) 항법시스템의 도입에 예상됨에 따라 국내 연안 최적 안전항로시스템의 새로운 개념 설계가 필요한 시점이다. 본 연구에서는 e-Navigation 체계에서의 최적항로시스템 및 기존의 운용 및 연구개발 중인 최적항로시스템을 분석하고 선박, 육상 및 육해상 통신인프라 등의 시스템 체계를 기본으로 최적안전항로시스템에 적용될 알고리즘을 분석, 시스템의 개념을 설계하고자 한다.

• Journal of the Korean Society of Marine Environment & Safety
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• v.8 no.1
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• pp.139-148
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• 2002

As the Busan harbor is getting susceptible to oil Pollution. the authors analyze the historical records of oil spill accidents and investigate the shoreline features. In addition. we evaluate the response capabilities and compute the required stockpiles of marine oil spill response with the worst case scenario in this area. As a result, it is shown that the recommendable oil spill response is to contain and mechanically recover all oils at sea surface in winter. while chemical dispersants can be used in summer with mechanical containment and recovery, and it is also found that off-shore booms of 3,000m and off-shore skimmers of 986MT/hour recovery rate should be stockpiled with 10,000∼60,000 liters of concentrate chemical dispersant and small amount of synthetic organic sorbents for possible use.

• Proceedings of KOSOMES biannual meeting
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• 2003.05a
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• pp.7-15
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• 2003

This paper is intended as an investigation of introduction of Maritime Security System. In the last few years, several articles have been devoted to the study of ISPS Code(International Code for the Security of Ships and of Port Facilities). The Diplomatic Conference on Maritime Security held in London in December 2002 adopted new provisions in the International Convention for the Safety of Life at Sea, 1974 and this ISPS Code to enhance maritime security. These new requirements form the international framework through which ships and port facilities can co-operate to detect and deter acts which threaten security in the maritime transport sector. Accordingly, the purpose of this paper is to suggest an introduction of Maritime Security System and understanding of ISPS Code.

• Journal of information and communication convergence engineering
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• v.5 no.3
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• pp.289-294
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• 2007

With regard to a marine safety system, large vessels are generally loaded with INS (Integrated Navigation System). But although small and medium-sized ships are exposed to safety accidents in the sea, they are not carrying proper navigation devices and equipment. Accordingly, in order to develop INS for small and medium-sized ships(s-INS), an existing INS has newly been organized and integrated. Recently, more strict enforcement of INS-related regulations is expected at home and abroad, and the scope of their applications is being broadened. To keep up with this global trend that ships are being loaded with digital devices and equipment, this study has tried to develop s-INS, broadening its applications, and suggesting a future research plan.

• Journal of the Korean Society of Marine Environment & Safety
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• v.3 no.2
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• pp.1-12
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• 1997

One of the main uses for ship simulators is in the field of port design, and an increasing number of simulators, of varying degrees of fidelity, are being used for this purpose. An essential feature of all such simulators is their visual scene, which must be of sufficent fidelity to convey the key visual cues adequately. This paper examines the ability of a number of experienced mariners to perceive speeds and distances correctly using Computer Generated Imagery visual scenes of different fidelity, compared with their performance at sea. From the results, it was found that the microcomputer based simulator might be considered, as far as its visual scene representation is concerned, to be as valid as the full mission ship simulator for the port design task.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2009.10a
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• pp.48-49
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• 2009

This study predicts and compares the evacuation times of a training ship, which is easily influenced by gathering patterns of crews' onboard life style. As the results, the evacuation times of the high density, like meal time, take 1.5 times longer than the low density, like normal time. And it is also evaluated that the evacuation times of high density affected by evacuation speeds show 4 times higher than the low density.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.6
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• pp.669-676
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• 2017

To understand the relationship between environmental factors and phytoplankton community structures and why early outbreaks of Cochlodinium polykrikoides occur in the inner bay of Korea, short-term investigations were conducted at 17 stations in the eastern part of the South Sea of Korea, with sessions every two weeks from July 7 to August 24, 2016. The water temperature increased from $22.3^{\circ}C$ in the first survey to $28.4^{\circ}C$ in the fourth survey, which was a rise of about $6.01^{\circ}C$. Salinity was relatively high at Stns. 8 13 in the inner bay. In the first survey, rainfall of about 150 mm was observed, so nutrients were supplied at a high level and a high concentrate of Chl. a was observed. Cryptophyta (Crpytomonas spp.) represented 58.3 % of the community, followed by Bacillariophyta at 33.8 %. In particular, at Stn. 5, Dinophyta Prorocentrum spp. accounted for a very high percentage, 32.2 %. In the second survey, low phytoplankton populations were observed, and Bacillariophyta (Chaetoceros spp.) accounted for 61.0 %. At Stn. 4, Skeletonema spp. showed high populations but did not appear at other stations even at a low density. In the third and fourth surveys, phytoplankton populations were very low. Bacillariophyta represented 78.0 % in the third study and 73.3 % in the fourth. Interestingly, although the appearance of C. polykrikoides was investigated at the beginning of the red tide in the coastal area, they were not observed inshore, implying that the likelihood of inflow by the germination of resting cysts was low for the inner bay during this study period. In addition, environmental characteristics such as salinity and nutrient presence were significantly different between sampling stations due to the existence of a semi-closed bay in the southern sea, resulting in dominant phytoplankton species and community composition differing in these short-term investigations.