• Journal of Advanced Marine Engineering and Technology
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• v.39 no.3
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• pp.318-325
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• 2015

Korea has very strong shipbuilding industry in the world, so many new ships are constructed in Korean shipyards. These built vessels are carrying out sea trial at sea before delivering to shipowner, and sea trial ships cause navigation risk to other passing vessels to accomplish sea trial tests as quick turning, zigzag maneuvering and crash astern etc. in traffic congestion conditions. It occurred more than 1 collision accident related sea trial for recent 5 years. It has been increased about 30% of risk because of navigation of sea trial vessel by marine traffic flow simulation. This paper analyzed marine traffic density surveyed by AIS data for 7 days, and investigated position of marine accidents for 5 years in Korean coastal waterway, it established the sea trial prohibition areas as 10/100 level of total marine traffic volume, which is considered no danger for ship operator. This analyzed maritime safety law for setting of the prohibition waters to propose the basic legal system. It makes contribution to marine pollution prevention by setting of the sea trial prohibition water to improve the ship's navigation safety.

• 한국기계연구소 소보
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• s.15
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• pp.117-125
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• 1985

It is usual practice to ballast a sip to maintain requires operational safety at sea. However, excessive ballasting may reduce the operational economy of a ship. Therefore, The determination of the optimal location and quantity of ballast water is one of the important works at the preliminary design stage. To provide a convenient tool to ship designers the program for the determination of the optimal location and program the effect of the change of ballast water quantity in each tank on some characteristics of a ship, such as trim, initial stability and heel, is investigated and the minimum quantity of ballast water for each tank which satisfies the operational safety requirements is calculated.

• Journal of Fisheries and Marine Sciences Education
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• v.28 no.2
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• pp.539-549
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• 2016

This study analyzed ship's passing characteristics in relation with incoming and outgoing routes in Yeosu Gwangyang Port, and examined the risk factors and measures for safety management of marine traffic. The number of passing ships in Yeosu Gwangyang Port was about 60,000 ships annually based on 2014, and the tonnage rose 73% from 447,000 thousand tons in 2005 to 770,000 thousand tons in 2014. Actually, the number of large passing ships was revealed to enormously increase. As a result of marine traffic survey in Yeosu Gwangyang Port for three days in August 2015, daily average passing ships were 408 ships, and 77% of the total passing ships passed between 04:00 and 20:00. The chemical ships and general cargo ships took up the most at 58% of the total incoming and outgoing ships, followed by other work ships at 21%, tankers at 8%, fishing vessels at 7.5% and container ships at 5.5%. Concerning the size of passing ships, ships less than 1,000 tons accounted for 58.6% of the total passing ships. Ships of 1,000-5,000 tons were 20.1%, and those of 5,000-10,000 tons were 6.8%, and more than 10,000 tons were 14.4%. Especially, ships of 500 tons and less using mainly coastal passing routes took up 49% of the total passing ships. As for ship's passage ratio by route, Nakpo sea area where many routes meet accounted for 27.2%, specified area 49%, costal route 8%, specified area's incoming and outgoing sea area around Daedo 4.5%, and Dolsan coastal ara and Kumhodo sea area 8.5%. The number of ships standing by for anchoring in the six designated anchorages was 230 for three days. The standby rate for anchoring was 25% based on the specified area passing ships. In Nakpo sea area, where many routes meet, parallel passing and cross passing between ships occurred the most frequently. In the specified area, many cases, in which incoming and outgoing cargo ships at the starting and ending parts and incoming and outgoing work ships and fishing vessels at the coastal routes cross, took place. Consequently, the following measures are urgently needed: active passing management in the Nakpo sea area, where passing routes are complex, specified areas and costal traffic routes, the elimination of rocks in the route close to Myodo, an effort to improve routes including shallow depth area dredging, and rational safety management for small work ships frequently incoming and outgoing the passing routes of large ships, and fishing vessels operated in the sea areas around those passing routes.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.6
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• pp.677-683
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• 2017

In this study, we examined responses to Sea Surface Temperature (SST) as the result of an intensive heat wave that took place in August 2016 and the cross correlation between SST and Air Temperature (AT) in August 2016. The data used included the SST of 8 ocean buoys, provided by the National Institute of Fisheries Science, and the AT of AWS near those 8 ocean buoys recorded every hour. To identify an appropriate data period, on FIR filter was applied. Two locations in the south sea were selected to be observed over similar a period, with a high correlation coefficient of about 0.8 and a time lag of about 50 hours between AT and SST. For the yellow sea, due to shallow waters and tidal currents, SST showed a rapid response caused by changes in AT. The east sea showed a negative correlation between AT and SST because of significant water depth and marine environment factors. By identifying the time lag between AT and SST, damage to aquatic organisms can be minimized, and we expect to develop a rapid response system for damage to the fishery industry caused by extreme heat waves.

• Proceedings of KOSOMES biannual meeting
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• 2018.06a
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• pp.93-94
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• 2018

• Proceedings of KOSOMES biannual meeting
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• 2018.06a
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• pp.91-92
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• 2018

• Journal of the Society of Naval Architects of Korea
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• v.55 no.3
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• pp.236-242
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• 2018

Damage due to ice collision is the most serious threat for the structural safety of ships operating in arctic region. Since such hull damages are usually caused by the collision of floating ice at excessive voyage speed of ships, the authorities responsible for the shipping at arctic sea are required to provide the speed limit for safe voyage, so-called safe speed. In countries near arctic ocean, such as Canada and Russia, empirical methods to determine the safe speed of ships based on their long experience of arctic voyage have been established and applied them in the real arctic navigation. However, in Korea, it is not easy to accumulate the arctic voyage experience and related technical database, so it seems to be a realistic approach to adopt a safe voyage speed estimating method in arctic sea based on the ice collision simulation technology using the nonlinear finite element analysis. The aim of this study is to develop a technique for estimating the safe voyage speed of vessels operating at arctic sea through the ice collision analysis, In order to achieve this goal, the standard procedure of the ice collision analysis is dealt with and example analysis was carried out and the results were considered. To investigate the validity of developed method, POLARIS system proposed by IMO was studied for comparison.

• Journal of Korea Ship Safrty Technology Authority
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• s.23
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• pp.78-97
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• 2007

SPM, which is an abbreviation of Single Point Mooring, also called as SBM(Single Buoy Mooring), is a special buoy besides the quays of the harbor for mooring ships, and is normally a 3m wide cone or cylinder shaped steel drum fixed underwater so it won't move, and is used for mooring cargo-work at outer port by laid-up ships and large crude oil carrier. The work of VLCC SPM mainly is accomplished on the open sea. On the open sea as a result of meteorological condition and the ocean wave influence, When the weather condition is get bed, peremptorily moving to the safety place, because of the gale and the billow, almost happened frequently, the pilot is unable to go on board and the tug is also unable to be used Now because of the bad weather the VLCC SPM moving to the other safety place frequently happened in the ulsan port. the construction of new harbor, it constructed many break water around SPM. So that it is necessary to propose the new standard about how to maneuvering area actually. The standard for handling ranges of the SPM operations was tested and verified by a simulation.. So that it is necessary to propose the new standard about how to maneuvering area actually.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.4
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• pp.344-353
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• 2016

The cause of abnormal tidal residuals was examined by analyzing sea levels, sea surface atmospheric pressures, winds at ten tide stations, and current, measured at the coast of the Yellow Sea from the night of November $24^{th}$ to the morning of the $25^{th}$ in 2013, along with weather chart. Additionally, the cross-correlations among the measured data were also examined. The 'abnormal tidal residuals' mentioned in this study refer to differences between maximum and minium tidal residuals. The largest abnormal tidal residual was identified to be a difference of 176 cm occurring over 4 hours and 1 minute at YeongJongDo (YJD) with a maximum tidal residual of 111 cm and minimum of -65 cm. The smallest abnormal tidal residual was 68 cm at MoSeulPo (MSP) during 8 hours 52 minutes. The cause of these abnormal tidal residuals was not a meteo-tsunami generated by an atmospheric pressure jump but wind generated by the pressure patterns. The flow speed due to these abnormal tidal residuals as measured at ten tide stations was not negligible, representing 16 ~ 41 % of the annual average ebb current speed. From the cross correlation among the tidal residuals, winds, and tidal residual currents, we learned the northern flow, due to southerly winds, raised the sea level at Incheon when a low pressure center located on the left side of the Korean Peninsula. After passing the Korean Peninsula, a southern flow due to northerly winds decreased the sea level.

• Proceedings of KOSOMES biannual meeting
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• 2009.06a
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• pp.53-54
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• 2009

The influence of atmospheric aerosol on satellite ocean color data were evaluated using SeaWiFS monthly standard mapped image products. The atmospheric optical thickness (AOT) was increased in spring and summer, and it showed the strong positive correlation with remote sensing reflectance, normalized waterleaving radiance /solar irradiance, at 555 nm (Rrs555) which is a component of the satellite chlorophyll estimation. Such the high AOT and high Rrs555 pixels showed overestimation of satellite chlorophyll in spring, especially in the area which showed large phytoplankton absorption which 1s expressed by low remote sensing reflectance at 443, 490 and 510 nm (Rrs 443, Rrs490 and Rrs510).