• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.53 no.4
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• pp.423-429
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• 2017

As invigoration plan of the marine tourism, Busan City has the plan to operate the cruise ship inside of the harbor, but the area has narrow water way with heavy traffic. As a result it is requested to evaluate the safety for the preparation of actual navigation. In this study, the Ship Handling Simulation (SHS) Assessment was conducted, which is regulated by the Maritime Traffic Safety Audit Scheme (MTSAS) in compliance with the Marine Safety Law and the Maritime Traffic Risk Assessment System based on the Electronic Chart Display and Information System (ECDIS). The proximity assessment, control assessment and subjective assessment were implemented, which is enacted by the Marine Safety Law by using the SHS. In the case of proximity assessment, the probability of trespass was not analyzed. As the control assessment, the swept path was measured at 11.7 m and 11.5 m for port entry and port departure respectively, which exceeded the width of the model vessel, 10.4 m over; it was considered as a marginal factor. As a result of the subjective evaluation of the navigator, there would be no difficulty on ship maneuvering by paying particular attention to the mooring vessel nearby the Busan Bridge and Yeongdo Bridge as well as the coming vessel from the invisible sea area when the vessel is entering and departing the port. The Marine Traffic Risk Assessment System analyzed as [Cautious] level until the vessel passed the Busan bridge and the curved area at 5 kts and it became to [Dangerous] level from where it left 75 m to the Busan Bridge. When the vessel passed the Busan Bridge and the curved area at 10 kts and entered the narrow area, it indicated the [Dangerous] level and became to [Very dangerous] level from where it left 410 m to the Busan bridge. In conclusion, the vessel should maintain at the speed of 5 kts to reduce the risk when it passes this area.

• Proceedings of the Korean Institute Of Construction Engineering and Management
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• autumn
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• pp.232-239
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• 2001

Young Jong Grand Bridge is approach traffic road of New Inchon International Airport which covers hub airport function in northeast asia. The total span length of this bridge is $4,420{\cal}m$ and this main bridge type is, the first in the world, Double Deck Self Anchored Suspension Bridge, designed as double deck systems to be arranged by road and railroad. Approach bridges to be connected with main span also are composed double deck steel truss and steel box girder to consider a continuity with this span. Our company erected $1,375{\cal}m$(about 60,000tons) of double deck steel truss bridge type which is composed by 6 traffic lane on upper deck and 4 traffic lane and Double track railroad on lower deck. The original installation method of this bridge was planed to install about 75 meters bridge blocks to use floating crane, after temporary bent was constructed between permanent piers. But this method which had to construct many temporary bents in the sea had the matter that construction periods can become lengthen and construction cost can be risen. To overcome the uncertainty to ensure high qualify of bridge and economic project execution, our company developed new bridge erection method to assure both quality control and economic construction work. The new erection method which was developed by us was one that could transport and install long bridge block, $120{\cal}m$ unit at a time and that temporary bent was not required. We hope that this paper is used as technical data which will erect bridge in the western sea and others marine region.

• Journal of Navigation and Port Research
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• v.27 no.3
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• pp.247-252
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• 2003

This paper is mainly concerned with the assessment of safe navigation between ships moving each other in restricted waterways. The numerical simulation of manoeuvring motion was conducted parametrically to propose an appropriate safe speed and distance, which is required to avoid sea accident under the different conditions, such as ship-velocity ratios, ship-length ratios, separation and stagger between ships. As for the calculation parameters, the ratios of velocity difference between two ships were considered as 0.6, 1.2, 1.5 and the ones of ship-length difference were regarded were regarded as 0.5, 1.0, 1.18. From the inspection of this investigation, it indicates the following result. Firstly, the separation between ships is more needed for the small vessel, compared to the large vessel. Secondly, the lateral distance between ships is necessarily required for the velocity ration of 1.2, compared to the cases of 0.6 and 1.5. The manoeuvring characteristics based on this investigation will be very useful for keeping the safety of navigation from the practical point of ships design and traffic control in confined water.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2010.04a
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• pp.169-170
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• 2010

Ulsan Port is in the situation which the harbour limit and anchorages are less narrow than other trading ports and the occurrence probability of marine accidents is high due to heavy marine traffic Especially, the shortage of anchorages will become worse in case that the number of inbound and outbound vessels increases according to the development of Ulsan New Port. We will find and suggest the plan to enlarge the harbour limit essentially needed to expand anchorages in this research The reasonable type of harbour limit which is based on the survey by a group of experts, was determined after the decision of the range of harbour limit to accommodate the relevant anchorages.

• Proceedings of KOSOMES biannual meeting
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• 2003.11a
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• pp.85-92
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• 2003

Sea areas outside Mokpo-Gu are not routed to a fairway, and PTMS is not done there. And there are many dangerous elements because some fairways are crossed In this papar, we proposed a maritime traffic system which was designed with expert group's knowledge for sqfe navigation in the area and PIANC rule(1980).

• Industrial Engineering and Management Systems
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• v.9 no.4
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• pp.294-302
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• 2010

There is a trend toward the world's manufacturing sites moving to East Asia. After manufacture, these products are transported to the advanced nations for their consumption demands. Among such advanced nations, the U.S.A. has the largest demand, and then Japan and European countries follow. It should be noted that the infrastructures of the Asian districts used for the production sites are rather limited, and the volume of products transported from these districts of Asia to the U.S.A is becoming tremendously large. This situation is causing very serious traffic problems. New products are required to be transported swiftly by air. Once the consumption and market demands are stable however, the products should be sent rather slowly, but in larger amounts. However, the airports of China are quite restricted in capacity, while the transportation volume is becoming large. As a result, transportation cost and the time required for transportation are increasing. Now, a third method is appearing. This is the so-called Sea and Air transportation. The cost and time in transit of this mode take mean positions between Air and Ocean services. At present there exists no well-thought-out strategy for how to allocate these three methods of transportation. This paper is an attempt to theoretically describe this mechanism and to discover the optimal way to allocate the three modes. For this purpose, several mathematical properties of value and cost of the products are defined, and on this basis a simulation of the transportation is established.

• Asian Journal of Atmospheric Environment
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• v.8 no.3
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• pp.126-139
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• 2014

In order to estimate the influence of sources on $PM_{2.5}$ in the industrial area of Japan, we carried out a source analysis using chemical component data of $PM_{2.5}$. $PM_{2.5}$ samples were collected intermittently at an industrial area in Japan from July 2010 to November 2012. Water soluble ions ($Cl^-$, $NO_3{^-}$, $SO{_4}^{2-}$, $Na^+$,$NH_4{^+}$, $K^+$, $Mg^{2+}$, $Ca^{2+}$), elements (Al, K, Ca, Ti, V, Cr, Mn, Fe, Ni, Cu, Zn, As, Cd, Sb, Pb), and carbonaceous species (OC, EC) of the $PM_{2.5}$ (a total of 198 samples) were analyzed. Positive Matrix Factorization (PMF) model was applied to the data of those chemical components to identify the source of $PM_{2.5}$. At this observation site, nine factors were extracted. The major contributors of $PM_{2.5}$ were secondary sulfate 1, in which loading factors of $SO{_4}^{2-}$ and $NH_4{^+}$ were large (percentage source contribution: 20.9%), traffic, in which loading factors of OC (organic carbon) and EC (elemental carbon) were large (20.8%), secondary sulfate 2, in which loading factors of K and $SO{_4}^{2-}$ were large (8.0%), steel mills (7.8%), secondary chloride and nitrate (7.0%), soil (5.0%), heavy oil combustion (3.8%), sea salt (3.8%), and coal combustion (2.3%). The conditional probability function (CPF) and the potential source contribution function (PSCF) were carried out to examine the influence of a regional source and a broad-based source, respectively. CPF results supported local source influences such as steel mills, sea salt, traffic, coal combustion, and heavy oil combustion. PSCF results suggested that ships in the East China Sea, an industrial area of the east coastal region of China, and an active volcano in the Kyushu region of Japan were potential regional sources of secondary sulfate 1. Secondary sulfate 2 was affected by the burning of biomass fields and by coal combustion in Chinese urban areas such as Beijing, Hebei, and western Inner Mongolia. Source characterization using continuous data from one site showed a potential source representing fossil fuel combustion is affected both by regional and broad-based sources.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.1
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• pp.75-80
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• 2015

After some period of time, the marine traffic facilities find problems caused by shellfish adhered to inside and inlet of the water column. Therefore, single-channel AFS(Anti-Fouling System) has been applied in order to minimize the deposition of shellfish. However, imbalance phenomenon of ionization of copper electrodes that are used for single-channel AFS appeared. This problem resulted in frequent replacement of anode. In this paper, multi-channel current control system has been developed, as well as the related hardware has been designed and fabricated. Further, experimental study has been undertaken to compare the application of single and multi- channel AFS. Through the sea experiments, it was possible to confirm that the copper electrode used for multi-channel AFS is uniformly ionized.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.2
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• pp.151-158
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• 2019

Wireless communication technology (WAVE) for vehicles, which is the core technology behind the next-generation intelligent transport system (C-ITS), is used to deliver information about vehicles to prevent traffic accidents and traffic situations that may arise between vehicles and infrastructure. Similar traffic issues often arise in marine scenarios. Currently, AIS is being used as a means of transmitting information such as the status of relative vessels, but research is being carried out to solve problems with AIS such as overloading by applying wireless communication technology for vehicles to the sea. In this study, a collision warning system suitable for small-sized vessels was developed based on the marine application of WAVE for vehicles verified through prior research, and the adequacy of this collision warning system was reviewed through a practical test. It is expected that this system will contribute greatly to future e-Navigation applications or self-driving ships as well as to preventing marine accidents.

• Journal of Navigation and Port Research
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• v.46 no.6
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• pp.576-584
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• 2022

AIS is widely utilized in vessel traffic services for marine traffic safety. In 2021, Korea deployed the high-speed maritime wireless communication system (LTE-Maritime) on the sea following IMO's proposal for the introduction of e-Navigation. In this paper, vessel trajectory data from AIS and LTE-Maritime were used for vessel trajectory prediction to compare and analyze the two systems. The results show that the trajectory prediction error of LTE-Maritime was smaller than that of AIS due to the granular and uniform data provided by LTE-Maritime. Additionally, it was revealed that time interval is the most important factor influencing the errors in trajectory prediction, with the prediction error of LTE-Maritime growing at a slower rate of 17% than AIS. This research contributes to the literature by quantitatively comparing AIS and LTE-Maritime systems for the first time.