• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.495-500
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• 2006

Satellite systems for objects positioning appeared indispensable for performing basic tasks of maritime navigation. Navigation, understood as safe and effective conducting a vehicle from one point to another, within a specific physical-geographical environment. [Kopacz, $Urba{\acute{n}}ski$, 1998]. However, the systems have not solved the problem of accessibility to reliable and highly accurate information about a position of an object, especially if surveyed toward on-shore navigational signs or in sea depth. And it's of considerable significance for many navigational tasks, carried out within the frameworks of special works performance and submarine navigation. In addition, positioning precisely the objects other than vessels, while executing hydrographical works, is not always possible with a use of any satellite system. Difficulties with GPS application show up also while positioning such off-lying dangers as wrecks, underwater and aquatic rocks also other naturaland artificial obstacles. It is caused by impossibility of surveyors approaching directly any such object while its positioning. Moreover, determination of vessels positions mutually (mutual geometrical relations) by teams carrying out one common tasks at sea, demands applying the navigational techniques other than the satellite ones. Vessels'staying precisely on specified positions is of special importance in, among the others, the cases as follows: - surveying vessels while carrying out bathymetric works, wire dragging; - special tasks watercraft in course of carrying out scientific research, sea bottom exploration etc. The problems are essential for maritime economy and the Country defence readiness. Resolving them requires applying not only the satellite navigation methods, but also the terrestrial ones. The condition for implementation of the geo-navigation methods is at present the methods development both: in aspects of their techniques and technologies as well as survey data evaluation. Now, the classical geo-navigation comprises procedures, which meet out-of-date accuracy standards. To enable meeting the present-day requirements, the methods should refer to well-recognised and still developed methods of contemporary geodesy. Moreover, in a time of computerization and automation of calculating, it is feasible to create also such software, which could be applied in the integrated navigational systems, allowing carrying out navigation, provided with combinatory systems as well as with the new positioning methods. Whereas, as regards data evaluation, there should be applied the most advanced achievements in that subject; first of all the newest, although theoretically well-recognised estimation methods, including estimation [Hampel et al. 1986; $Wi{\acute{s}}niewski$ 2005; Yang 1997; Yang et al. 1999]. Such approach to the problem consisting in positioning a vehicle in motion and solid objects under observation enables an opportunity of creating dynamic and interactive navigational structures. The main subject of the theoretical suggested in this paper is the Interactive Navigational Structure. In this paper, the Structure will stand for the existing navigational signs systems, any observed solid objects and also vehicles, carrying out navigation (submarines inclusive), which, owing to mutual dependencies, (geometrical and physical) allow to determine coordinates of this new Structure's elements and to correct the already known coordinates of other elements.

• Journal of Navigation and Port Research
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• v.39 no.6
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• pp.451-456
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• 2015

This research examines the use of Cross Bearing in the Republic of Korea Navy. Specifically, this study focuses on the degrees of errors caused by the order of measuring targets and suggests a new method to determine Advice Course. It then reviews the appropriateness of the contents of Location Report that is regularly to the duty officer during a voyage in a narrow channel. Whenever a naval vessel passes through a narrow channel, many number of sailors are assigned to diverse positions in order to enhance navigational safety. Even though it is possible to easily recognize the location of a ship with helps of various kinds of navigational equipments using state-of-the-art technology, there are still several situations where sailors' efforts are indispensible for calculating the position of their ship : when the ship is damaged during an engagement with enemies and when the enemies interfere (GPS) signals. In addition, the particularity of naval vessels in which many number of crew members can be assigned to various positions supports for the suitability of the use of Cross Bearing in the Navy. This study will contribute to navigational safety of the ROK Navy and fostering junior naval officers' seamanship.

• Journal of Navigation and Port Research
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• v.42 no.1
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• pp.25-30
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• 2018

This study was carried out to analyze the risk attitude based on situation awareness of the Vessel Traffic Service Operator (VTSO) on the risk of collision between vessels during the monitoring of vessel traffic through the use of the VTS system. In general, when two vessels are in the close quarters situation, we analyzed the degree of risk of collision from the subjective viewpoint of the VTSOs through an administered survey. Chiefly, we analyzed the risk attitudes of each VTSO in the close quarters situation, by comparing it with the calculated value by the CoRi, which is the ship collision risk model from the VTSO's viewpoint. As a result, it was confirmed that more than 40% of the total VTSO was noted as being in a weak risk aversion type of category. Through a review of the results of analyzing the risk attitude of VTSO according to gender, age, VTS career, VTS center position, accident experience, and boarded career, it was found that there was a significant difference in the VTS career, VTS center position and accident experience. In addition, a regression model that is able to further explain the risk attitude of VTSO was derived as a factor that confirmed the significant difference and applied to CoRi to predict the collision risk according to the individual VTSO to be used as a fundamental information gathering tool for providing more accurate and safe VTS service at sea.

• Journal of Navigation and Port Research
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• v.42 no.6
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• pp.371-377
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• 2018

Navigational equipment standardization mode is a function which is used to standardize key functions, screen display and operation method of major navigation equipment. This is aimed towards to quickly and accurately checking information relevant for safe navigation. Currently, the International Maritime Organization is working on the development of guidelines for the application of navigational equipment in the standardized mode to the task of NCSR Sub-Committee. This study was conducted to investigate users' opinions and preferences in the application of standardization modes and to reflect them in the development of guidelines. In addition, the test program was designed to investigate user preferences for ECDIS among the navigational equipment, such as the types of information and functions that are necessary or preferentially required to perform navigational duties, and the screen configuration. In the study, 333 preference surveys were conducted in 35 countries using a web - based test program. ECDIS users confirmed the content and screen layout of their preferred ECDIS information when conducting navigation duty. The results of the study are significant as they contribute to the development of effective guidelines by presenting user requirements to be considered in the standardization mode.

• Journal of Navigation and Port Research
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• v.42 no.6
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• pp.415-420
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• 2018

The Energy Efficiency Design Index (EEDI) introduced by the Marine Environment P rotection Committee(MEPC) in International Maritime Organization(IMO) has significantly assisted in regulating CO2 emissions. However, in adverse weather conditions, it can lead to accidents due to slow steaming of vessels and low engine propulsion power. In response to this issue, the MEPC presented guidelines for the minimum propulsion power of the main engine for maintaining the course of vessels in adverse weather conditions. However, the guidelines are only applicable for vessels with a deadweight of 20,000 tons, leaving out small and medium ships. This study evaluated vessels subject to the guidelines of minimum propulsion power and proposed revised guidelines. In addition, relevant cases of marine accidents were investigated with the aim of investigating the minimum propulsion power of main engine for medium and small ships not covered by the guidelines. In order to achieve this, engine propulsion power was analyzed according to the size of the affected vessels. The results obtained from this study could be used as a minimum power criterion that can be considered for ship building to reduce marine accidents in adverse weather for small and medium ships.

• Journal of Navigation and Port Research
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• v.45 no.1
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• pp.9-15
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• 2021

According to IMO, MASS is defined as a vessel operated at various levels independent of human interference. The safety navigation support service for MASS is designed to improve the safety and efficiency of MASS by developing public services on shore for ship arrivals/departures and for cargo handling. The safety navigation support service consists of a total of six types of services: autonomous operation, berthing/unberthing/mooring, cargo handling and ship arrival/departure service, PSC inspection, condition monitoring, and accident response support services. In order to support accident response service, the relative importance of a bridge navigational equipment was assessed by stratifying the navigation system to provide safe and efficient support services by objective judgment through specific and quantitative methods using AHP, one of decision-making methods used by an expert group. The survey was conducted by dividing the bridge navigational equipment into depth, location, and speed information. As a result of applying the AHP method, the importance of depth, location, and speed information was assessed. The relative importance of each equipment for providing location information was also assessed in order of Radar, DGPS, ECDIS, Gyro compass, Autopilot, and AIS. This was similar to survey results on the utilization of each operator's preference and its impact on marine accidents.

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.331-337
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• 2022

In 2021, the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP), a U.N. advisory research institute, cited container loss as one of six sources of marine litters in shipping. The sinking of the X-P ress Pearl in May 2021 caused a catastrophic environmental pollution accident in which the loaded containers were moved to the shore, and the plastic pellets were loaded inside covered the coast of Sri Lanka. With this history, the International Maritime Organization (IMO) will discuss prevention and follow-up measures for container loss during ship voyages, as an agenda at the 8th Sub Committee on Carriage of Cargoes and Containers meeting in September 2022. To establish Korea's response direction at the IMO meeting, this study identified major causes of container loss accidents, and considered the response through analysis based on the accident investigation report and related professional data. As a result, it was found that the major cause of container loss during voyages was the enlargement of container ships, bad weather, and poor loading of containers. In particular, the need to prepare countermeasures for the deterioration of the operational safety of large container ships due to bad weather was identified. Additionally, integrated monitoring of the implementation of international conventions is required, for the safe sea transportation of container cargo. In particular, in terms of preservation of the marine environment, it is necessary to supplement the system for the recovery of lost containers. Finally, it was found that it is necessary to establish systems that can complement each other in the shipbuilding and shipping industries, in terms of shipbuilding as well as ship operation, to fundamentally prevent container loss accidents at sea. It is judged that it is difficult to resolve the various factors of container loss at sea during voyages, by responding from an individual perspective.

• Journal of Navigation and Port Research
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• v.47 no.4
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• pp.220-230
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• 2023

Aids to Navigation (AtoN) is an important tool for safe navigation, and the variety of information provided by AtoN is invaluable. The demand for standardized AtoN information for efficient utilization is gradually increasing, and for this purpose, the International Association of Lighthouse Authorities (IALA) has developed S-201, a standard for the management of AtoN information, and recommends its application to member countries. Notably, since Korea defines AtoNs and manages the information according to the Aids to Navigation Act, the need for definition and information management according to the S-201 standard, an international standard, is even greater. Therefore, in this study, according to the recommendation of IALA, we aimed to suggest a way to manage AtoN information by applying the S-201 standard. To this end, after comparing the classification criteria of the AtoN information of the IALA, and that of Korea's classification standards, Korea's AtoN information management plan applying the S-201 standard was presented. The results of this study provide important basic data for managing standardized digital AtoN information that is easy to use worldwide.

• Journal of Navigation and Port Research
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• v.47 no.1
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• pp.25-36
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• 2023

To limit greenhouse gas emissions from ships, numerous environmental regulations and standards have been taken into effect. As a result, alternative fuels such as liquefied natural gas (LNG), liquefied petroleum gas (LPG), ammonia, and biofuels have been applied to ships. Most of these alternative fuels are low flashpoint fuels in the form of liquefied gas. Their use is predicted to continue to increase. Thus, management regulations for using low flash point fuel as a ship fuel are required. However, they are currently insufficient. In the case of LNG, ISO standards have been prepared in relation to bunkering. The Society for Gas as a Marine Fuel (SGMF), a non-governmental organization (NGO), has also prepared and published a guideline on LNG bunkering. The classification society also requires safety management areas to be designated according to bunkering methods and procedures for safe bunkering. Therefore, it is necessary to establish a procedure for setting a safety management area according to the type of fuel, environmental conditions, and leakage scenarios and verify it with a numerical method. In this study, as a feasibility study for establishing these procedures, application status and standards of the industry were reviewed. Classification guidelines and existing preceding studies were analyzed and investigated. Based on results of this study, a procedure for establishing a safety management area for bunkering in domestic ports of Korea can be prepared.

• Journal of the Korean Institute of Navigation
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• v.11 no.2
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• pp.1-31
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• 1987

Nowadays, the transportation of almost all cargoes depends on sea routes in international trade. In the transaction of trade, cargo transportation must be completed on the base of two contrary objectives, one of which is to protect the vessel, cargoes and crew aborad her safely through every step of the transportation and the other is to pursue profits from the transaction of the trade. In spite of the great development of the modern techniques in shipbuilding today, many sea disaters of big merchant vessels have been occurring successively in winter seasons every year on the sea routes of the North Pacific Ocean. Whenever the accident of losing a vessel in rough sea occurred , many experts of the country to which the vessel belonged had tried to take out the reason of the missing without manifesting the exact cause of the unhappy occurrence. In this paper, we calculated ocean wave status along the route of the North Pacific Ocean theoretically concluded by us as optimum on the basis of weather and sea conditions. In the calculation, we used ITTC wave spectrum formula and meteorological data of "Winds '||'&'||' Waves of the north Pacific Ocean" edited by Ship Research Institute of Japan on the basic data assembled by World Meterological Organization through past 10 years. We selected three sample vessels of most common size in the North Pacific Ocean Routes, a container, a log carrier and a bulk carrier and applied tree sample vessels to the calculated sea conditions for getting the rolling angles of the vessels and stress exerting on the hulls. Examining the calculated results, we concluded as follows; 1. Under the condition of these status7 by beaufort scale, "heave to" maneuvering is the best and safest way to steer every vessel. 2. The most dangerous part of sea area along the west bound optimum route of the North Pacific Ocean in winter season, is the southern sea area of the Kamchatka peninsula.a peninsula.