• Journal of Ocean Engineering and Technology
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• v.19 no.6 s.67
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• pp.22-28
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• 2005

We investigated the characteristics of the overflow/wave overtopping, induced by the storm surge and high waves in Masan bay and Busan Coast during Typhoon 'Maemi', which landed at the southeast coast of the Korean peninsula on September, of 2003, causing a severe inundation disaster. Characteristics of the water level, increase by the overflow / wave overtopping, were discussed in two patterns. One is the increase of water level in the region, located inside of a bay, like Masan fishing port, and the waves are relatively small. The other is in the open sea, in which the waves act directly, as on the seawall in Suyong bay. In the former region, the water level increase was affected by the storm surge, as well as the long period oscillation and waves. In Masan fishing port, about $80\%$ of the water level increase on the quay wall was caused by the storm surge. In the latter one, it was greatly affected by the wave run-up. In Suyong bay, about $90\%$ of the water level increase on the seawall was caused by the wave run-up.

• Journal of Navigation and Port Research
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• v.28 no.5
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• pp.333-337
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• 2004

It is well known that the hydrodynamic interaction forces between ship and bank wall affect ship manoeuvring motion This paper deals with the interaction effect acting on a ship navigating closely in the proximity of bank wall. In this paper, the calculation method based on the slender body theory for estimation of the hydrodynamic interaction forces between ship and bank wall is applied. The hydrodynamic interaction forces acting on a ship during passing through the proximity of the bank wall are predicted to evaluate an influence of these interaction forces on ship manoeuvrability. The calculation method used in this paper will be useful for prediction of ship manoeuvrability at the initial stage of design, for automatic control system of ship in confined waterways, for discussion of marine traffic control system and for construction of harbour.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.1765-1768
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• 2009

Honam area is one of the under-industrial areas in Korea and because of this it has low weight in the total container transportation in Korea. Also the railway distance from honam area to the main container ports like Busan port and Gwangyang port is so short that the portion of rail container transportation occupies about 10 percent in total container transportation amount in Honam area. But on the contrary of those situations, 1st step Jangsung inland container depot (ICD) was finished as one of the main logistics facilities in Korea and 2nd Jangsung inland container depot is under construction. To promote rail container transportation in Honam area which has shortage of container transportation demand, it is necessary to give adequate transport service to the client. So, this research studied some methods for promoting rail container transportation in Honam area. The subject of survey is freight agent and survey items are selected to find the present situation of rail container transportation in Honam area. And from the survey results various strategies will be suggested to promote rail container transportation in Honam area.

• 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 Ocean Engineering and Technology
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• v.20 no.4 s.71
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• pp.43-49
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• 2006

Detailed investigations were carried out on the stability of the dredged soil bed against wave actions, aimedat establishing the design method of artificial tidal flats using dredged soil. The soil was dredged at Nagoya port, Japan, and has a mean grain size of 0.013mm. Basic features of artificial dredged soil bed against wave actions were explained from a series of model experiments in a wave flume. The two types of section shapes were employed; one is a horizontal bed and the other is a sloped one. Changes of the bed profile, shear strength, grain size distribution and water content, according to the wave actions, were measured in detail. The cumulative effect of the wave actions, over about one week, was investigated. A dredged soil bed moves withthe wave actions with relatively small wave height. It should be especially. noted that the clay component is dissolved and flown out, away from the surface layer, and consequently the surface layer hardens, as if it is covered with sand. Wren the wave height is gradually increased, the bed is not liquefied and the shear strength of the dredged bed is increased by a wave-induced dissipation of pore pressures in the bed and a decrease of clay component by the wave-induced leakage.

• Journal of Navigation and Port Research
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• v.30 no.4
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• pp.295-302
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• 2006

This study is to integratedly examine coastal management policy and marine tourism development project for Korean coasts, especially for the South Sea of high development pressure, presenting sustainable tourism development policies for the future. To do so, it is examined central government-level coastal development projects set up by the Ministry of Culture and Tourism, the Ministry of Maritime Affairs and Fisheries and the Ministry cf Construction and Transportation, setting the direction of south coastal management and tourism development at a level of national territory planning. The problems of coastal management first and then the problems of the South Coast Tourism Belt Project are analyzed in order to present political and administrative alternatives. To overcome such problems and make Korea a marine tourism base in East Asia, there is a need for re-recognition of the value of the project and its continuous push through cooperation between central and local governments. Also, under the presupposition of consensus building among local people and the sustainable development of environments, there should be are-recognition that the future cf Korean marine tourism in the 21st-century and the success of an inverted $\pi-axis$ national development depend on the South coastal Tourism Belt Development Project.

• Journal of the Korean Institute of Navigation
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• v.18 no.2
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• pp.1-18
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• 1994

Kwangyang harbour has been developed very rapidly and has 20 berths including 2 for 250,000DWT bulk carriers at the terminal of Kwangyang Steel Company only. In addition to this, the port is developing a container terminal with 10 berths for 50,000GRT container ships, the construction of which is scheduled to be finished in the year 2000. Because of these development, it has been pointed out that the existing waterways are not wide and safe enough for the new large ships to be catered for. This work, therefore, aimed to examine the naviga-tional safety of the waterways of Kwangyang Harbour, and to suggest how to improve the existing water-ways for the large ships to be introduced in the near future. In examining the safety of the existing and newly suggested waterways, waterway design simulation methodology has been applied. From this study, it has been suggested that the No.4 navigational channel has to be dredged to the depth of 22.5 meters and used as an entrance channel only, while the No.3 channel is used as an exit channel. Additionally, a new waterway has been recommended to be established over the Myodo Island for the container ships which will use the new terminal, the width of which has been recommended to be 400 meters with 440 meters from the bend area.

• Journal of Navigation and Port Research
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• v.33 no.9
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• pp.609-614
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• 2009

The traffic of tug/barges which are carrying construction materials, large plants for harbor development, or offshore structures has recently increased in the coast of Korea. The west and south coast of Korea are always congested due to a lot of islands and traffic concentration. Specially tug/barges have higher probability of marine accidents due to their bad maneuverability than others. Considering the operational circumstance and maneuverability, this study was to develop a wide-area monitoring and control system for tug/barges in the coastal area of Korea. The system was made in the form of three program modules i.e. navigation analysis program module, monitoring and control program module, database module. And seven functions were programmed to monitor and control the tug/barges efficiently. These are ship information search, tug/barge information and track management, designated area and safe navigation zone management, fairway management, accident data management, warning of danger, safety information management.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2018.11a
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• pp.61-62
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• 2018

시화호는 1994년에 완공된 인공호수로, 완공 이후 심각한 오염에 직면하여 방조제 건설 후 4년째인 1998년부터 바닷물을 일부 유통하기 시작하여 2001년 10월부터 해수의 상시 유통이 확정되었다. 또한, 시화호 조력발전소는 2011년 11월에 착공되어 본격적인 전력생산에 들어 갔으며, 2018년 1월 현재 전력공급량은 29억kWh를 달성하였다. 시화호는 환경적 오염으로 인하여 많은 문제가 야기된 곳이기 때문에 환경적 또는 재해적인 검토를 통한 기초자료의 분석 및 공개는 필수적이라 판단된다. 이러한 목적 하에 수행된 시화호 수리수문 해석결과, 시화호 수리특성은 시화호 조력발전소 운영조건과 시화화 유입하천에 의해 결정되는데, 시화호 조력발전소 관리수위 조건 하에서 고조위는 -1.5m~-0.94m의 분포를, 제한수위 조건하에서 -0.76~0.48m의 분포를 보인다. 또한, 장기하상변동 결과는 수로 부근은 침식이, 그 외의 구간은 퇴적이 우세하게 나타났다. 이러한 결과로, 시화호는 내측으로 갈수록 재해적 환경적으로 불리한 지역임이 확인하였다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2003.05a
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• pp.51-59
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• 2003

Marine Casualty Forecasting System (MCFS) is to broadcast the prediction number and risk level of marine casualties as like daily weather forecasting. The MCFS consists of marine casualty numerical D/B, prediction model and, three-dimensional statistics visualization system. The implementation procedure for the numerical D/B is described in the paper. The data relating to a total of 724 ship casualties in the west-southern sea area (latitude 33$^{\circ}$N∼35$^{\circ}$ and longitude 124$^{\circ}$E∼127$^{\circ}$E) of Korean peninsula for 11 years (1999∼2000) have been compiled. The analysis method of numerical D/B is proposed and discussed its usability.