• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.5
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• pp.746-752
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• 2022

Kiribati, a South Pacific island, and its surrounding countries are gradually submerging to rising sea levels. The sea level continues to change according to the degree of thermal expansion of glaciers and seawater that decreases with increase in temperature. Global warming affects both the amount and volume of seawater, thus increasing sea level. Tidal phenomena occur twice a day to the attraction of celestial bodies such as the moon and the sun. The moon changes the angle of orbiting surface with the Earth equator every 18.6 years, and the magnitude of the tidal force changes depending on the distance between the Earth equator and the moon orbital surface. The University of Hawaii Sea Level Center selected Tarawa, Christmas, Kanton of Kiribati,, Lautoka, Suva of Fiji,Funafuti of Tuvalu, Nuk1u'alofa of Tonga, and Port Vila of Vanuatu. When comparing tide levels for each year for 19 years, the focus was on checking the change in sleep to Tide levels, and rising sea levels was the effect of Tide levels. The highest astronomical tides (HAT) and lowest astronomical tides (LAT) were identified as Tarawa 297.0, 50.8 cm, Christmas 123.8, 19.9 cm, Kanton 173.7, 39.9 cm, Lautoka 240.7, 11.3 cm, Funafuti 328.6, 98.4 cm, Nuk1u'alofa 188.8, 15.5 cm, Port Vila 161.5, -0.5cm, respectively. The Sea level rising speed was Tarawa 3.1 mm/year, Christmas -1.0 mm/year, Kanton 1.6 mm/year, Lautoka 3.1 mm/year, Suva 7.4 mm/year, Funafuti 1.4 mm/year, Nuk1u'alofa 4.2 mm/year, and Port Vila -1.2 mm/year, respectively

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.5
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• pp.483-489
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• 2016

The type approval test for USCG Phase II must be satisfied such that living natural biota occupy more than 75 % of whole biota in a test tank. Thus, we harvested a community of natural organisms using a net at Masan Bay (eutrophic) and Jangmok Bay (mesotrophic) during winter season to meet this guideline. Furthermore, cell viability was measured to determine the mortality rate. Based on the organism concentration volume (1 ton) at Masan and Jangmok Bay, abundance of ${\geq}10$ and $<50{\mu}m$ sized organisms was observed to be $4.7{\times}10^4cells\;mL^{-1}$and $0.8{\times}10^4cells\;mL^{-1}$, and their survival rates were 90.4 % and 88.0 %, respectively. In particular, chain-forming small diatoms such as Skeletonema costatum-like species were abundant at Jangmok Bay, while small flagellate ($<10{\mu}m$) and non chain-forming large dinoflagellates, such as Akashiwo sanguinea and Heterocapsa triquetra, were abundant at Masan Bay. Due to the size-difference of the dominant species, concentration efficiency was higher at Jangmok Bay than at Masan Bay. The mortality rate in samples treated by Ballast Water Treatment System (BWMS) (Day 0) was a little lower for samples from Jangmok Bay than from Masan Bay, with values of 90.4% and 93%, respectively. After 5 days, the mortality rates in control and treatment group were found to be 6.7% and >99%, respectively. Consequently, the phytoplankton concentration method alone did not easily satisfy the type approval standards of USCG Phase II ($>1.0{\times}10^3cells\;mL^{-1}$ in 500-ton tank) during winter season, and alternative options such as mass culture and/or harvesting system using natural phytoplankton communities may be helpful in meeting USCG Phase II biological criteria.

• Korean Security Journal
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• no.48
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• pp.147-176
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• 2016

Korean Peninsula is surrounded by ocean on three sides. Because of this geographical quality over 97% of export and import volumes are exchange by sea. Foreign ship and international passenger vessels carries foreign tourist and globalization and internationalization increases this trends. Leisure population grows with national income increase and interest of ocean. And accidents and incidents rates are also increases. Korea Coast Guard's jurisdiction area is 4.5 times bigger than our country. The length of coastline is 14,963km including islands. One patrol vessel is responsible for 24,068km and one coast guard substation is responsible for 94km. Efficient patrol activities can not be provided. This research focus on this problem. Analyze the status and trends of maritime crime and suggest efficient patrol activities. To deal with increasing maritime crime rate this study suggest to use geographical profile method which developed early 1900s in USA. This geographical profile analyse the spatial characteristic and mapping this result. With this result potential crime zone can be predicted. One of the result is hot spot management which gives data about habitual crime zone. In Korea National Police Agency adopt this method in 2008 and apply on patrol and crime prevention activity by analysis of different criteria. Korea National Police Agency analyse the crime rate with crime type, crime zone and potential crime zone, and hourly, regionally criteria. Korea Coast Guard need to adopt this method and apply on maritime to make maritime crime map, which shows type of crime with regional, periodical result. With this geographical profiling we can set a Criminal Point which shows the place where the crime often occurs. The Criminal Points are set with the data of numerous rates such as homicide, robbery, burglary, missing, collision which happened in ocean. Set this crime as the major crime and manage the data more thoroughly. I expect to enhance the reinforcement of marine crime using this Criminal Points. Because this points will give us efficient way to prevent the maritime crime by placing the patrol vessel where they needed most.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.36 no.3
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• pp.175-185
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• 2000

This paper described on a basic study to organize fishing vessel control system in order to control efficiently fishing vessel in Korean offshore. It was digitalized ARPA image on the fishing processing of a fleet of purse seiner in conducting fishing operation at Cheju offshore in Korea as a digital camera and then simulated by used VTMS. Futhermore, it was investigated on the application of FVTMS which can control efficiently fishing vessels in fishing ground. The results obtained were as follows ; (1) It was taken 16 minutes and 35 minutes to casting and hauling net in fishing processing respectively. The length of rope pulled by scout boat was 200m, tactical diameter in casting net was 340.8m, turning speed was 6kts as well. (2) The processing of casting and hauling net was moved to SW, NE as results of simulation when the current direction and speed set into NE, 2kts and SW, 2kts respectively. Such as these results suggest that can predict to control the fishing vessel previously with information of fishing ground, fishery and ship's maneuvering, etc. (3) The control range of VTMS radar used in simulation was about 16 miles. Although converting from a radar of the control vessel to another one, it was continuously acquired for the vector and the target data. The optimum control position could be determined by measuring and analyzing to distance and direction between the control vessel and the fleet of fishing vessel. (4) The FVTMS(fishing vessel traffic management services) model was suggested that fishing vessels received fishing conditions and safety navigation information can operate safely and efficiently.

• Journal of Navigation and Port Research
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• v.28 no.10 s.96
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• pp.899-908
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• 2004

The rise of income and introduction of 5 day a week working system give korean people opportunities to enjoy their leisure time. And many korean people have much interest in oceanic sports such as yachting and also oceanic leisure equipments. With the popularization and development of the equipments, the scope of oceanic activities has been expanding in Korea just as in the advanced oceanic countries. However, The current conditions for the sports in Korea are not advanced and even worse than underdeveloped countries. In order to develop the underdeveloped resources of Korean marina, we need to customize the marina models of advanced nations to serve the specific needs and circumstances of Korea As such we have carried out a comparative analysis of how Austrailia, Newzealand, Singapore, japan and Malaysia operate their marina, reaching the following conclusions. Firstly, in marina operations, in order to protect personal property rights and to preserve the environment, we must operate membership and non-membership, profit and non-profit schemes separately, yet without regulating the dress code entering or leaving the club house. Secondly, in order to accumulate greater value added, new sporting events should be hosted each year. There is also the need for an active use of volunteers, the generation of greater interest in yacht tourism, and the simplification of CIQ procedures for foreign yachts as well as the provision of language services. Thirdly, a permanent yacht school should be established, and classes should be taught by qualified instructors. Beginners, intermediary, and advanced learner classes should be managed separately with special emphasis on the dinghy yacht program for children. Fourthly, arrival and departure at the moorings must be regulated autonomically, and there must be systematic measures for the marina to be able, in part, to compensate for loss and damages to equipment, security and surveillance after usage fees have been paid for. Fifthly, marine safety personnel must be formed in accordance with Korea's current circumstances from civilian organizations in order to be used actively in benchmarking, rescue operations, and oceanic searches at times of disaster at sea.

• Journal of Korea Water Resources Association
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• v.48 no.12
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• pp.1065-1075
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• 2015

In the estuary where the structure such as river-mouth weir has been installed, the flow is developed very complicatedly due to river water from upstream, tide of the sea and floodgate operation. Especially, if basin outlets more than one exists in one estuary, the boundary conditions will be significantly more complex form. Saemangeum(SMG) project area in Korea is the most typical example. There are Mankyung river and Dongjin river in upstream. The water of them inflows into SMG project area. In the downstream, river flow was drained from inland to sea over the SMG sea dike through the sluice. The connecting channel was located between Mankyung and Dongjin basins. It functions not only as transportation by ship in ordinary period but also as flood sharing by sending flood flow to each other in flood period. Therefore, in order to secure the safety against flood, it is very important to understand the flood sharing capacity for connecting channel. In this study, the flood control effect was analyzed using numerical simulation. Delft3D was used to numerical simulation and simulated period was set up with neap tide, in which the maximum flood stage occurred due to poor drainage. Actually, three connecting channels were designed in land use plan of the SMG Master Plan, but they were simplified to a single channel for conciseness of analysis in this study. According to the results of numerical analysis, the water level difference between two basins was increased and the maximum flood stage at dike sluice was also upraised depending on decrease of conveyance. And the velocity induced by same water level difference was decreased when the conveyance became smaller. In certain conveyance above, there was almost no flood control effect. Therefore, if the results of this study are considered for design of connecting channel, it will be expected to draw the optimal conveyance for minimizing dredging construction cost while maximizing the flood control effect.

• 선박안전기술공단연구보고서
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• s.4
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• pp.1-108
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• 2007

2007. 7. 23 IMO의 NAV(항해안전전문위원회)53차 회의에서는 e-Navigation을 해상에서의 안전, 보안, 해양환경보호를 목적으로 전자적인 수단에 의해 선박과 육상에서 해양정보를 수집, 교환, 표시함으로써 항구와 항구간의 항해 및 관련된 서비스를 향상시키는 것으로 정의하고 있다.2005년 11월 영국의 교통부 장관 Stephen 박사는 Royal Institute ofNavigation에서의 연설에서 해상안전과 환경보호를 위하여 선박의 항해를 감시하는 관제소 및 항행하는 선박에 유용하고 정확한 정보가 더 많이 필요함을 역설하였다. 그리고 첨단 기술에 의해 자동화된 항공 항법분야를 예로들면서, 선박의 항법 분야도 항해와 관련된 모든 시설 및 작업을 전자적 수단으로 대체하는 개념인 e-Navigation으로 전환되어야 하며 영국은 이에 필요한 작업을 주도하겠다는 의견을 피력하였다. Stephen은 e-Navigation 도입으로 얻을 수 있는 이익으로 첫째, 항해 실수로 인한 사고 확률저감, 둘째,사고 발생 시 인명 구조 및 피해 확산을 위한 효율적 대응, 셋째, 전통적인항해시설 설치 불필요로 인한 비용 저감, 넷째 선박입출항 수속의 간편화 및항로의 효율적 운용으로 인한 상업적 이익 등을 들었다. 반면에e-Navigation 체계로 전환 시 예상되는 장애로는 첫째, 체계 구축을 위한 비용(특히 개발도상국가들의 경우 어려움 예상), 둘째, e-Navigation의 성과 달성을 위하여 세계 전 해역의 모든 선박이 e-Navigation 체계에 동참하도록유도하는 문제, 셋째, 전자해도 표시 및 선교 장비들에 대한 표준화 문제, 넷째, 육상에 설치할 e-Navigation 센터의 설계 및 구축 등을 꼽았다.IMO는 2005년 81차 MSC(해사안전위원회) 회의에서 영국이 일본, 마샬아일랜드, 네덜란드, 노르웨이, 싱가포르, 미국과 공동으로 제안한 ‘e-Navigation전략 개발’ 의제를 2006년 82차 MSC 회의에서 채택하고, NAV(항해 전문위원회)를 통하여 2008년까지 e-Navigation의 구체적 개념을 정립하고 향후 개발하여야 할 전략적 비전과 정책을 수립하기로 하였다. 이어서 영국을 의장으로 e-Navigation 전략개발 통신작업반이 구성되었는데, 지난 년간 19개국, 16개 전문기관이 참여하여 아래의 작업이 수행되었다. ○ e-Navigation 개념의 정의와 목적 ○ e-Navigation에 대한 핵심 이슈 및 우선 순위 식별 ○ e-Navigation 개발에 따른 이점과 단점의 식별 ○ IMO 및 회원국 등의 역할 식별 ○ 이행계획을 포함한 추가 개발을 위한 작업계획의 작성 IMO에서 수행되고 있는 e-Navigation 전략 개발 의제 일정은 2008년까지이다. 이 전략 개발에 있어서 중요한 요소는 e-Navigation이 포함할 서비스범위, 포함하는 서비스 제공에 필요한 인프라 및 장비의 식별, 인프라 구축및 운용비용을 부담할 주체에 대한 논의, e-Navigation으로 인한 이익과 투자비용에 대한 비교 분석 등이다. 이 과정에서 정부, 선주, 항만운영자, 선원등의 입장 차이와 선진국과 개발도상국 간의 경제 수준 차이는 전략 개발에있어 큰 어려움을 줄 것이므로, 이들이 합의된 전략을 만들기 위해서는 예정된 기간보다 다소 늦어질 가능성도 있다.e-Navigation 전략 개발이 완료되면 1단계로는 해상교통 관제시스템, 선박선교 장비, 무선 통신장비 등에 대한 표준화 작업이 이루어질 것이다. 이 과정에서 각국 간에 자국 보유 기술을 표준화시키기 위한 경쟁이 치열할 것으로 예상된다. 2단계에서는 e-Navigation 체계 하에서의 다양하고 풍부한 서비스 제공을 위한 관련 소프트웨어 및 하드웨어의 개발이 이루어질 것으로전망되는데, 이는 지난 10년간 육상에서 인터넷망 설치 후 이루어진 관련 서비스 산업의 발전을 돌아보면 쉽게 짐작할 수 있을 것이다.e-Navigation 체계 하에서 선박의 항해는 현재와는 전혀 다른 패러다임으로 바뀔 것이다. 예를 들어 현재 입출항 시 요구되던 복잡한 절차는one-stop 쇼핑 형태로 단순화되고, 현재 선박 중심의 항해에서 육상e-Navigation 센터가 적극적으로 관여하는 항해 체계로 바뀔 것이며, 해상정보의 공유와 활용이 무선 인터넷을 통해 보다 광범위하게 이루어질 것이 다.e-Navigation의 잠재적 시장 규모는 선박에 새로이 탑재될 지능형 통합 항법시스템 구축과 육상 모니터링 및 지원 시스템 등 직접 시장이 약 50조원,전자해도, 통신장비, 관련 서비스 컨텐츠 등 간접 시장의 규모가 150조원으로 총 200조원으로 대략 추산하고 있다. 향후 이 거대한 시장을 차지하기 위한 전략 수립이 필요한 시점이다. 지금까지 항해 장비 관련 산업은 선진국의일부 업체들에 의해 독점되어 왔다. 우리나라는 조선과 해운에서 모두 선진국임에도 불구하고 이 분야에서는 대부분 수입에 의존해 왔다. e-Navigation체계 하에서는 전체 시장이 커지고 장비의 사양이 표준화됨에 따라 어느 소수 업체가 현재처럼 독점하기는 더 이상 어려울 것으로 예상된다. 따라서e-Navigation은 우리나라도 항해 장비 분야 시장을 차지할 수 있는 좋은 기회라고 할 수 있다. 특히 조선 1위의 장점을 적극 활용한다면 다른 나라보다우위의 경쟁력을 확보할 수도 있다. 또한, 서비스 분야의 시장은 IT 기술과밀접한 관계가 있으므로 IT 강국인 우리나라가 충분한 경쟁력을 갖고 있다고 할 수 있다.그러나, EU를 비롯한 선진국에서는 이미 e-Navigation 에 대비한 연구를10여년 전부터 수행해 왔다. 앞에서 언급한 EU의 MarNIS 사업은 현재 거의마무리 단계로 당장 실용화 할 수 있는 수준에 있는 것으로 보인다. 늦었지만 우리도 이를 따라잡기 위한 연구를 서둘러야 할 것이다. 국내에서도e-Navigation의 중요성을 깊이 인식하고, 2006년에는 관련 산학연 전문가들로 작업반을 구성하여 워크숍 등을 개최한 바 있다. 또한 해양수산부에서도e-Navigation 핵심기술 개발을 위한 연구사업을 기획 추진하고 있다.그러나 현재 항해통신장비들의 기술기준은 ITU의 전파규칙(RR)과 IMO결의 및 SOLAS 협약을 따르고 있는데 이들 규약이나 결의에 대한 국제적인 추이와 비교할 때 국내의 기술은 표준화되지 못한 부분이 많은 실정이다.본 연구에서는 e-Navigation sytem중 표준화가 필요한 요소와 전자해도,AIS 등 e-Navigation(통합전자항법시스템)관련 국내산업현황 실태조사를 통해 국내 e-Navigation기술개발 동향에 대해 조사하고자 한다.