• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.51 no.3
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• pp.461-473
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• 2015

Jinhae Bay located in the southern of Korean Peninsular is an important spawning area in Korea. By some preliminary studies it was measured several times that adult Pacific codes (Gadus microcephalus) were passed (swimming layer: 15 to 18 m) over a submerged sea tunnel (sea bottom: about 30 m) rather than another immigration route when the Pacific codes were tagged surgically with an acoustic transmitters and released inside of the Bay. There is a possibility that the Pacific codes and the other fishes use the route on the sea tunnel as an immigration route are affected by a human-generated underwater noise around the sea tunnel due to the sea tunnel traffic. On this study the 25-hour measurements of the underwater noise level by water layer were conducted with a hydrophone attached on a portable CTD and an underwater noise level meter during four seasons, and the acoustical characteristics of the underwater noise was analyzed. The mean traffic volume for one hour at the sea tunnel on the spring was shown the largest value of 1,408 [standard deviation (SD): 855] vehicles among four seasons measurement. The next one was ordered on the autumn [1,145 (SD: 764)], winter [947 (SD: 598)] and summer [931 (SD: 558)] vehicles. Small size vehicle was formed 84.3% of the traffic volume, and ultra-small size, medium size, large size and extra-large size of the vehicle were taken possession of 8.7%, 3.2%, 2.0% and 1.8%, respectively. On the daily change of the noise level in vertical during four seasons the noise level of 5 m-layer was shown the highest value of 121.2 (SD: 3.6) dB (re $1{\mu}Pa$), the next one was 10 m-layer [120.7 (SD: 3.5)], 2 m- and 15 m-layer [120.3 (SD: 3.5 to 3.7)] and 1 m-layer [119.2 (SD: 3.6)] dB (re $1{\mu}Pa$). In relation with the seasonal change of the noise level the average noise level measured during autumn was shown the highest value of 123.9 (SD: 2.6) dB (re $1{\mu}Pa$), the next was during summer [121.4 (SD: 3.2)], spring [118.0 (SD: 3.4)] and winter [116.5 (SD: 5.1)] dB (re $1{\mu}Pa$). In results of eigenray computation when the real bathymetry data (complicate shape of sea bed) was applied the average number of eigenray was 2.68 times (eigenrays: 11.03 rays) higher than those of model bathymetry (flat and slightly sloped sea bottom). When the real bathymetric data toward inside (water depth becomes shallow according to a distance between the source of noise and hydrophone) of the Bay was applied on the eigenrays calculation the number of the eigenray was 1.31 times (eigenrays: 12.49 rays) larger than the real bathymetric data toward outside (water depth becomes deep with respect to the distance). But when the model bathymetric data toward inside of the Bay was applied the number of the eigenray was 1.05 times (eigenrays: 4.21 rays) larger than the model bathymetric data toward outside.

• Journal of Korean Society of Transportation
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• v.21 no.1
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• pp.41-49
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• 2003

Marine traffic management could be defined as the implementation of managerial technical measures to improve vessel traffic safety. The managerial elements of vessel traffic management for ports and harbours or narrow channels include the total amount of traffic control, the vessel traffic separation scheme, speed restriction, traffic control by signals, the navigation information service and so forth. This research aims to quantify how much the traffic separation schemes(TSS) contribute to the alleviation effect of ship handling difficulty and to propose a design standard when the individual management measure is applied in an actual waterway. Traffic separation schemes have now been established in most of the major routes and congested waters of the world, and the number of collisions and groundings have often been dramatically reduced. In this part, the relationship between the alleviation of ship handling difficulty and the reduction of encounter figures among ships is quantitatively clarified by applying the ES model. As results of simulation analysis, it is recognized that a traffic separation system is most effective in the case of narrow width and heavy traffic volume. The centre buoy installation reduces about 1/4 of the alleviation of ship handling difficulty, TSS establishment 1/3, and design change to one-way traffic from two-way traffic reduces 1/2.

• Journal of the Korean Institute of Navigation
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• v.10 no.2
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• pp.31-55
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• 1986

Generally, the development of shipping is characterized by the amount of traffic flow (traffic volume) and seaborne cargo in the sea. Movement of ships is an essential element of constructing the traffic flow which is represented the dynamic movement of ships in the sea, but on the other band the numbers of arriving and departing the port is the basic factor consisting of the static movement of ships. The amount of cargoes by coastal vessels and ocean trade vessels have increased tremendously with the great growth of the Korean economy these days. This increase of the seaborne cargoes has made the Korean coastal traffic flow so congested that this can be a cause of large pollution as well as great marine casualities such as a loss of human lives and properties . And also the future coastal traffic is expected to increase considerably according to our economic development and high dependence upon foreign trade. Under the circumstance, to devise the safety of coastal traffic flow and to take a proper step of a efficient navigation, there is a necessity for analyzing and surveying the coastal traffic trend and the characteristics of cargo movement. In order to grasp the dynamic movement of ships in the Korean coast, O/D analysis is executed. This paper aims to secure the basic data necessary for a comprehensive plan and estimation of vessel traffic management system for the enhancement of safety, order and efficiency of vessel traffic in the Korean coast. The analyzed results of the traffic flow and seaborne cargoes of the Korean coast are summarized as follows : 1) The congestion by the vessels occurred around the ports such as-in proportion of ship's number (proportion of tonnage) -Incheon 18.5%(14.8%), Pohang 5.9% (9.9%), Samil 5.2%(8.3%), Mokpo 8.6%(0.8%), Pusan 13.5%(36.4%), Ulsan 9.1%(16.2%). 2) It is found that the area adjacent to Incheon, Pusan, Ulsan, Channel of Hanryu and South-western area are heavily congested. 3) It is confirmed thatthe area adjacent to Incheon, Pusan, Ulsan, Channel of Hanryu and South-western area are heavily congested. 3) It is confirmed that the coastal vessels are main elements constituting the coastal traffic and that there are much traffic flow among five ports as following through the precise O/D analysis of ship's coastal movement. Incheon-Samil, Ulsan, Pusan, Jeju Pusan -Samil, Ulsan, Incheon, Jeju Pohang -Samil, Inchoen, Jeju Pohang -Samil, Incheon, Jeju Ulsan -Samil, Incheon, Jeju Samil -Ulsan, Pusan, Incheon 4) The amount of cargoes to abroad are in proportion about 81% of total and the amount of coastal cargoes are about 19%. Of those, cargoes in and out to Japan are about 26% and to South-east Asia are about 27%. 5) The chief items of foreign cargoes are oil(38.33%), iron ore(13.98%), bituminoous coal(12.74%), grain(8.02%), lumber(6.45%) in the import cargoes and steel material(21.96%), cement(17.16%), oil(6.81%), fertilizer(3.80%) in the export cargoes. 6) The 80.5% of total export cargoes and 92.4% of total import cargoes are flowed in five main ports. 7) The chief items of coastal cargoes are oil (42.45%), cement(16.86%), steel material (6.49%), anthracite(6.31%), mineral product(4.3%), grain, and fertilizer. Almost 92.24% of total import and export oil cargoes in Korea is loaded and unloaded at the port of Samil & Ulsan.

• Journal of Navigation and Port Research
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• v.30 no.10 s.116
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• pp.825-831
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• 2006

This research does by purpose that present safe navigation plan for ships during doing dredging construction with dredger crossing waterway of Gadeok Dredging operations need to build sunken tunnel that cross the bottom of the sea under waterway of Gadeok for access road construction between Busan- Geoje. Accordingly, dredger must cross and dredge waterway of Gadeok fatally. There is possibility of marine accident of collision for latent danger situation of ships to navigate waterway of Gadeok relatively. Therefore, safe navigation plan of ship is groped in reply and its countermeasure is presented. Firstly, navigating traffic in daytime was forecasted less than 20% of its maximum capacity through estimating the traffic volume and traffic congestion The proposal was presented to execute dredging operations in three-step and to establish temporary waterway after reviewing waterway design principles. The role of VTS center was emphasized in the new Busan Port, lastly.

• Journal of Korea Ship Safrty Technology Authority
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• s.32
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• pp.57-71
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• 2012

Recently, the navigation risk is increasing significantly with growing of vessels' volume and propelling marine facilities, water bridges and port development etc. At this point of time, the Ministry of Land, Transport, and Maritime Affairs introduced the Maritime Safety Audit(MSA) in amendment of the Korea Marine Traffic Law. audit results were survey for the last two years. As a result, appropriate certificate appears 11% among audit report, is an urgent need for improved quality of audit reports. This study is aimed to propose about Audit Personnel Education & Training System. To these solve, this paper analyzed the tendency of Audit Personnel Training. And also the opinions of user and experts were investigated and analyzed using Questionnaire survey methods. As a result, this paper was suggested, the construction of Audit Personnel Training System and the curriculum and training contents for 5-days of basic course, 2-days of expert course, 3-days of Qualification Maintain course.

• Journal of Navigation and Port Research
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• v.34 no.10
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• pp.781-786
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• 2010

In this study, a new concept of ocean transport system, called the mobile harbor serving for a short distance transport of containers with cargo handling cranes between mother containerships and coastal ports, is introduced. Instead of direct berthing a very large containership at the coastal port, Mobile Harbor is moving to the offshore mooring basin with enough water depth condition. Therefore, investigation of the coastal environment, technical condition and limitation of the domestic trade ports for the application of Mobile Harbor, is essential process. To figure out the accessibility of mobile harbor, the environmental conditions, the cargo handling capacity and marine traffic volume and flow pattern has been analyzed with the tools for marine traffic simulation and virtual navigation aids system. The most proper Mobile Harbor mooring areas among trade ports of the south and east coast are selected by analyzing the obtained information and evaluating its application: (1) Under natural environmental conditions such as air and sea weather, three candidate areas are selected such as Masan port, Ulsan port, and Busan(New port) port. (2) Under marine traffic and appropriateness of water facilities, three candidate areas are selected as Mokpo port, Busan(New port) port, and Donghae & Mookho port (3) For a region-based analysis considering handling capacity and the local managed trade ports in vicinity, three candidate areas are selected as Busan region, Yosu & KwangYang region, and Mokpo region. Through this study, the basic guideline for selection of optimum trade port and offshore mooring basin for mothership and Mobile Harbor is recommended. In order to apply the Mobile Harbor to the real water, navigaton aids as the virtual route identification with AIS must be introduced for maritime safety in the vicinity of Mobile Harbor area which berthing and cargo handling is being conducted.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.420-428
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• 2019

Although marine structures are a risk factor interfering with the passage of ships, there are no obvious guidelines on the required safety distance between ships and marine structures under regulations and laws. In this study, the width of the shipping route width was set based on the AIS data to analyze the separation distance between marine structures and ships, and the ships were classified by the length of each ship. By analyzing the distribution at marine structures, this study confirmed that the ships' traffic volume was in the form of normal distribution. To statistically analyze the separation distance between the traffic distribution results and the normal distribution of ships in this study, the traffic pattern analysis around the marine structures was performed. As a result, the traffic pattern was different by length and the recommended safety distance for each length is presented accordingly. Referring to the IMO (International Maritime Organization) the standard turning circle and reference of safety separation distance between ships and offshore wind turbines of the CESMA (Confederation of European Shipmasters' Associations) and P IANC (World Association for Waterborne Transport Infrastructures), the analysis was conducted on ships that did not follow the set distance among the AIS data by setting the distance within the recommended ship safety distance to 5-7 overall length. As a result, the 5.5 length over all of the safety recommendations were selected as appropriate, and based on the above results, the two cases recommending ship safety distance were proposed.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.5
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• pp.439-446
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• 2017

The Maritime Safety Act established restrictions for the passage of oil tankers, prohibiting vessesl carrying more than 1,500 kiloliters of oil or 1,500 tons of a hazardous liquid substance. Prohibited vessels that do not satisfy the restrictions are allowed to enter and depart from a nearby port from the outer sea area to minimize the time and distance the oil tanker must navigate in the prohibited area. Therefore, such regulation should not be construed as referring to inshore traffic. In this study, the traffic volume of coastal tankers that do not use the approaching channels for specific sea areas near Yeosu and Gwangyang Port was analyzed, and the cargo loads of these ships were investigated. The results of this study should be used to allow tankers to minimize the time and distance of navigation in prohibited areas. According to the survey, 16 vessels, 51.6 % of the 31 vessels using inshore traffic included in the study, were loaded with more than 1,500 tons of cargo. This is not appropriate according to the legislation for oil tanker passage. Therefore, in this study, sea routes have been proposed that connect with the approaching channels of specific sea areas, from the outer sea areas of restricted passages. Regulations have also been proposed for the entry and departure of oil tankers around Yeosu and Gwangyang Port.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.6
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• pp.663-670
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• 2014

The Pyeongtaek port is expected lack of waiting anchorage due to increase of incoming ships whit increasing of trading volume in the near future. In case of an anchorage facility's structural alternations and expansion, it should be considered comprehensively how it affects other anchorage facilities. In addition, the volume of ship traffic to relevant area should be estimated accurately and then the facility's scale is calculated. In this paper, researchers calculated cargo per unit ship with the throughput for every ship and predicted the number of ships which had entered Pyeongtaek port. As a result, the port's ability to be docked was predicted to be not enough in 2030. It will exceed the number of ships able to cast anchor at specific two parts simultaneously 12.6 and 1.6 respectively consequently, the necessity to expand the ports was suggested. Hence, the best expansion plan was examined with analysis of marine transportation environment at each ports and the improvements suggested are anchoring ships at Ippado anchorage is 19.7 and the one at Janganseo anchorage is 12.6.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.670-678
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• 2018

In coastal waters where the traffic volume of the ship is high, there is a high possibility of a collision accident because complicated encounter situations frequently occurs between ships. To reduce the collision accidents at sea, a quantitative collision risk assessment is required in addition to the navigator's compliance with COLREG. In this study, a new collision risk assessment system was developed to evaluate the collision risk on ship's planned sailing routes. The appropriate collision risk assessment method was proposed on the basis of reviewing existing collision risk assessment models. The system was developed using MATLAB and it consists of three parts: Map, Bumper and Assessment. The developed system was applied to the test sea area with simple computational conditions for testing and to actual sea areas with real computational conditions for validation. The results show the length of own ship, ship's sailing time and sailing routes affect collision risks. The developed system is expected to be helpful for navigators to choose the optimum safe route before sailing.