• Journal of the Society of Naval Architects of Korea
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• v.59 no.4
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• pp.192-199
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• 2022

With the advent of autonomous ships, it is emerging as one of the very important issues not only to operate with a minimum crew or unmanned ships, but also to secure the safety of ships to prevent marine accidents. On-site inspection of the hull is mainly performed by the inspector's visual inspection, and video information is recorded using a small camera if necessary. However, due to the shortage of inspection personnel, time and space constraints, and the pandemic situation, the necessity of introducing an automated inspection system using artificial intelligence and remote inspection is becoming more important. Furthermore, research on hardware and software that enables the automated inspection system to operate normally even under the harsh environmental conditions of a ship is absolutely necessary. For automated inspection systems, it is important to review artificial intelligence technologies and equipment that can perform a variety of hull failure detection and classification. To address this, it is important to classify the hull failure. Based on various guidelines and expert opinions, we divided them into 6 types(Crack, Corrosion, Pitting, Deformation, Indent, Others). It was decided to apply object detection technology to cracks of hull failure. After that, YOLOv5 was decided as an artificial intelligence model suitable for survey and a common hull crack dataset was trained. Based on the performance results, it aims to present the possibility of applying artificial intelligence in the field by determining and testing the equipment required for survey.

• Journal of The Korean Society of Integrative Medicine
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• v.10 no.3
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• pp.185-198
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• 2022

Purpose : We conducted a study to propose comparing subjective sleeping states data that was collected through scientifically measuring by using smartwatch and surveys for seafarers. In addition, we conducted a study to provide sleep though analysis of the environmental factors that influence the sleep efficiency of seafarers. Methods : For scientific measurement of seafarers' sleeping states, we measured the sleep hours and sleep efficiency for at least 3 days by using the healthcare function of smartwatches which are wearable devices. As for subjective sleeping states, we collected data on sleep hours and satisfaction rates on the quality of sleep through a survey. Lastly, as for the environmental factors that affect the sleep efficiency which is measured by smartwatches such as physical environment, bedroom space, bedroom furniture, bedding, a survey by self-evaluation method was conducted. Results : There were significant differences in the scientific sleep hours measurement values for all seafarers and the average sleep hours in the subjective survey. There were significant differences in the scientific sleep efficiency measurements of all the seafarers and the sleep satisfaction of the subjective survey, and there was no correlation between the scientific sleep efficiency and the subjective sleep satisfaction of all the seafarers. Among the environmental factors affecting the sleep efficiency of the seafarers, humidity variable had the most influence, and vibration and illuminance variables were also shown to have a very significant effect. Conclusion : We propose the measuring method that can analyze the quantitative and qualitative sleep states of the seafarers by using small activity recorders. In addition, it is very important to control humidity, vibration, and illuminance among ship environmental factors, and comfort, noise and bedroom size should also be reflected.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.5
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• pp.827-834
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• 2022

Recently, marine surveys using unmanned ships are attracting attention, and research on small unmanned ships using sails is on the rise. Sail drones can be used for marine surveys, monitoring, and pollution management. Therefore, in this study, using the method of estimating the ship speed for twin sail drones, the optimal conditions for sailing are checked, and the performance to be considered in the initial design stage, such as the motion performance and resistance of the sail drone. Consequently, the twin sail drone had a speed lower than 2.0 m/s, and the stability satisfied the rule by DNV. In addition, the maximum speed at an angle of attack of 20° at TWA 100° was 1.69 m/s and that at an angle of attack of 25° at TWA 100° was 1.74 m/s.

• Journal of Environmental Science International
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• v.32 no.8
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• pp.533-542
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• 2023

Understanding the regional distribution of swans in the lower Nakdong River area is also important for the continuous habitat of swans according to changes in the surrounding environment of the area. This study was conducted to understand the regional distribution aspect of swans (Cygnus spp.) downstream of the Nakdong River, Republic of Korea, from October 2013 to September 2018. In the estuary, a small ship was used to move along a certain route and observe it with the naked eye or binoculars, and in the land area, Line transect census and Point census method were conducted in parallel. During this period, two species and 34,647 individuals of swans were observed, including 34,356 Whooper Swans (Cygnus cygnus) and 291 Tundra Swans (Cygnus columbianus). The average number of individuals observed in 15 different areas was 1172, 103, 214, 1825, 1850, 13, 318, 1, 0, 1, 11, 21, 5, 0, and 239 respectively. The total average of the number of individuals in these areas was 384.76. The numbers differed significantly among the survey areas (Kruskal-Wallis test, X2=4349.01, P < 0.001). Particularly, the numbers were larger in Eulsukdo, Lower Eulsukdo, and Daemadeung than in the other regions. In conclusion, as long-term survey data, it can be used as basic data to analyze the distribution of swans due to environmental changes caused by the development of the Nakdong River, predict changes in the habitat status of migratory birds, and prepare measures necessary for preservation.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.05a
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• pp.204-205
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• 2023

This study studied a prediction model for sending collision alarms for small fishing boats based on semi-supervised learning(SSL). The supervised learning (SL) method requires a large number of labeled data, but the labeling process takes a lot of resources and time. This study used service data collected through a data pipeline linked to 'intelligent maritime traffic information service' and data collected from real-sea experiment. The model accuracy was improved as a result of learning not only real-sea experiment data with labeling determined based on actual user satisfaction but also service data without label determined together.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.60 no.1
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• pp.71-79
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• 2024

In compliance with environmental regulations at sea and the introduction of unmanned autonomous ships, electric propulsion ships are garnering significant attention. Induction machines used as propulsion electric motor (PEM) have maintenance advantages, but speed control is very complicated and difficult. One of the most commonly used techniques for speed control is DTC (direct torque control). DTC is simple in the reference frame transformation and the stator flux calculation. Meanwhile, two-level and three-level voltage source inverters (VSI) are predominantly used. The three-level VSI has more flexibility in voltage space vector selection compared to the two-level VSI. In this paper, speed is controlled using the DTC method based on the specifications of the PEM. The speed controller employs a PI controller with anti-windup functionality. In addition, the characteristics of the two-level VSI and three-level VSI are compared under identical conditions. It was confirmed through simulation that proper control of speed and torque has been achieved. In particular, the torque ripple was small and control was possible with a low DC voltage at low speed in the three-level VSI. The study confirmed that the application of DTC, using a three-level VSI, contributes to enhancing the system's response performance.

• Journal of the Korean Society of Marine Environment & Safety
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• v.30 no.2
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• pp.233-238
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• 2024

The pipe cleaning process is a crucial step in the shipbuilding process of a shipyard. It involves removing foreign substances from the inside of the pipes before moving on to the stage of testing equipment after installing the pipes. If there are foreign substances inside the pipes and the equipment is tested, the foreign substances can enter the high-priced equipment and become a factor in the breakdown of pumps, gears, bearings, and other components. Especially in the case of pumps or hydraulic valves, even small foreign substances can lead to major accidents if they enter the equipment, and such equipment accidents can be a potential cause of major disasters, leading to accidents involving workers operating the equipment in the vicinity. Therefore, it is a process that shipyard customers, who are shipowners, also focus on and manage very intensively. To solve these problems, this study developed a system that can increase the cleaning effect of the cleaning fluid inside the pipes by increasing the flow of the cleaning fluid inside the pipes in the existing pipe cleaning method.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.12 no.4
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• pp.209-215
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• 1979

The manoeuvrabilities of a ship are decided by the values of her manoeuvring indices. The manoeuvring indices consist of two kinds: indices K and T. The former decides a ship's turning ability and the latter, the length of time delay to a steady turning motion after her rudder has finished the turn of an ordered angle. In this paper, the author figured out the values of the manoeuvring indices of the m. s. 'SAEBADA' (GT: 2,275,7 ton), the training ship of tile National Fisheries University of Busan through her Z test and analyzed these values and the other data which were obtained from her Z test to study her manoeuvrabilities. The results of]tamed are summarized as follows: 1. The manoeuvring indices K' of the m. s. 'SAEBADA' were $1.052(at\;10{\circ}\;Z\;test)\;0.925(at\;20{\circ}\;Z\;test)\;and\;0.877(at\;30{\circ}\;Z\;test)$. Her manoeuvring indices $0.815(at\;10{\circ}\;Z\;test)\;0.502(at\;20{\circ}\;Z\;test)\;and\;0.441(at\;30{\circ}\;Z\;test)$. Her above calculated values K', T' showed that her obeying ability to the turn of her rudder was more increased when her rudder was used to large angle than to small angle, but on the other hand in this case her turning ability was slightly reduced. 2. As it appeared that the calculated K'-values of the m.s. 'SAEBADA' were slightly smaller than the standard K'-values of the fishing boats similar in length, and her overshoot angles at her Z test were greater than other general ships, her turning ability was found to t]e slightly lower. 3. When the m. s. 'SAEBADA' took a turn at her $10^{\circ}\;Z$ test, running distance was about 8.6 times her own length and didn't exceed the standard manoeuvrability distance, 5 to 11 times general ships' own length, therefore she was considered to have a good manoeuvrability synthetically.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.1
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• pp.172-178
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• 2021

In the ship repair market, interest in maintenance and repair is steadily increasing due to the reinforcement of prevention of environmental pollution caused by ships and the reinforcement of safety standards for ship structures. By reflecting this effect, the number of requests for repairs by foreign shipping companies increases to repair shipbuilders in the Southwest Sea. However, because most of the repair shipbuilders in the southwestern area are small and medium-sized companies, it is difficult to lead to the integrated synergy effect of the repair shipbuilding companies. Moreover, the infrastructure is not integrated; hence, using the infrastructure jointly is a challenge, which acts as an obstacle to the activation of the repair shipbuilding industry. Floating docks are indispensable to operating the repair shipbuilding business; in addition, most of them are operated through renovation/repair after importing aging caisson docks from overseas. However, their service life is more than 30 years; additionally, there is no structure inspection standard. Therefore, it is vulnerable to the safety field. In this study, the finite element analysis program of ANSYS was used to evaluate the structural safety of the modified caisson dock and obtain additional structural reinforcement schemes to solve the derived problems. For the floating docks, there are classification regulations; however, concerning structural strength, the regulations are insufficient, and the applicability is inferior. These insufficient evaluation areas were supplemented through a detailed structural FE-analysis. The reinforcement plan was decided by reinforcing the pontoon deck and reinforcement of the side tank, considering the characteristics of the repair shipyard condition. The final plan was selected to reinforce the side wing tank through the structural analysis of the decision; in addition, the actual structure was fabricated to reflect the reinforcement plan. Our results can be used as reference data for improving the structural strength of similar facilities; we believe that the optimal solution can be found quickly if this method is used during renovation/repair.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.32 no.4
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• pp.363-371
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• 1996

The Steering and Sailing Rules of International Regulations for Preventing Collisions at Sea now in use direct the best aid - action to avoid collision by the stand - on vessel. But these rules do not refer to the safety relative distance between two vessels when she should take such action. In this paper, the author analyzed the ship's collision avoiding actions from the viewpoint of ship motions and worked out mathematical formulas to calculate the relative distances necessary for taking action to avoid collision. Figuring out the values of maneuvering indices through experiments of 11 actual ships of small, medium, large and mammoth size, the author applied these values to the calculating formulas and calculated the minimum relative distances. The main results are as follows: 1. It was confIrmed that the stand - on vessel should keep the greatest relative distance for taking best aid - action to avoid collision when the cross angle of course was $90^{\circ}$ and near it(70-$90^{\circ}$ ). 2. When the cross angle of course was $90^{\circ}$ , the minimum relative distance of small vessel(GT: 160-650tons) was found to be more than about 6.8 times of her own length, and those of medium(GT : 2,300-3,500tons), large(GT : 22,OOO-62,OOOtons) and mammoth(GT : 91,000-139,000tons) vessels were found to be more than about 9.0 times, about 5.4 times and about 6.8 times of their own lengths. 3. It was confIrmed that collision danger was greater when crossing angle was obtuse than in an acute angle, therefore greater relative distance was to be kept by the stand - on vessel for taking best aid - action to avoid collision in the case of the obtuse angle. 4. In every vessels, in the case of $90^{\circ}$ cross angle of course the safety minimum relative distance was found to be more than about 9.0 times of their own lengths.