• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.4
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• pp.401-406
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• 2010

Vessel Operator has been navigating with subjective sate distance in accordance with night & daytime, fore & aft, port & stbd abeam and visibility situation. This sate distances may different depending on inside & outside harbor limit, current, wind and visibility situation. By now, the concept of proper sate distance between navigating vessels has been adopted in Korea, using the early 1980's foreign data. And the safe distance is being used with the same value without any consideration of inside & outside harbor and the kind of vessel. So it is necessary to evaluate or search proper distance concept based on different sate consciousness of Korean manners. This paper aims to develop the basic model for marine traffic evaluation and the new model of marine traffic congestion. Also this paper proposes the basic control guideline of vessel traffic service center. The result of this study showed that minimum sate distance should be 4.4L forward, 3.1L aft and 26L abeam in case of good visibility in daytime, considering various parameters such as visibility, day and night. Some differences Here found between the existing minimum sate distance and the new minimum sate distance derived from the result of this study.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.29 no.1
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• pp.191-195
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• 2005

The port entry system of the inner harbor in Pyeongtaek (Asan) was planned as lock-gate in 'Master plan project on port planning in Asan industry base(1990)', but was changed to tidal harbor in 'Project maintaining Master Plan for comprehensive development of Pyeongtaek (Asan) port(2001)'. Accordingly, southern sea bank constructed under the lower part of Seohae-bridge will be removed so that inbound/outbound vessels for the inner harbor can navigate at all times. However, in the view of the safety on passing through the lower of Seohae-bridge, navigating conditions for the inner harbor will be restricted in the single-way of 50,000 DWT vessel and the two-day of vessel less than 30,000 DWT. Therefore, this study carried out the estimation of traffic congestion arising from these vessels with above restrictions after supposing annual inbound/outboubd vessel's numbers for loading and unloading cargo surveyed on the inner harbor.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.4
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• pp.309-316
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• 2020

Waterway design should prioritize appropriate channel width to ensure preferential safe passage for the arrival and departure of vessels. To calculate the minimum channel width required for safe passage a comprehensive review of several factors is required. These factors include vessel maneuverability, determined by vessel size, type and speed; environmental factors such as wind, tide, and wave action; human factors, including personal experience and operator judgment as well as marine traffic and navigation support facilities for decision making. However, the Korean channel width design standard is based only on vessel length, and requires improvement when compared with the standards of PIANC, USA, and Japan. This study aims to estimate the appropriate channel width required for one-way traffic in a straight channel, considering various vessel and environmental factors, using Fast Time Simulation (FTS). When the wind speed is 25 knots, with a current speed of 2 knots and a normal vessel speed of 10 knots FTS shows that a 150K GT Cruise Ship requires a minimum channel width of 0.67-0.91 the vessel length (L), whereas a 120K TEU Container Ship and a 300K DWT VLCC require 0.79-1.17 and 1.02-1.59, respectively. Such results can be used to calculate the minimum channel width required for safe passage as an improved Korean design standard.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.5
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• pp.571-578
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• 2014

The boundaries of ROK maritime jurisdictional area remains unclear as two Koreas failed to draw clear maritime boundaries at the armistice agreement and there are no clear maritime boundaries with China and Japan. After the Korean War, the United Nations Command established the northern limit line(NLL) as well as the area of operations(AO) to enforce the DPRK's compliance with the armistice agreement and has been controlling all of the maritime and air activities in the region. ROK also has been controlling the passage of DPRK vessels in the area. Within the AO, third nation vessels have freedom of navigation, Yet, due to the division followed by the Korean War, ROK classifies DPRK as a hostile state and unique controling system is applied to DPRK vessels. Since the establishment of the AO, many changes have been occurring such as adoption of the UN Convention on the Law of the Sea(UNCLOS) and two Koreas' joining the UN. Also, there are continuous inter-Korean conflicts. Therefore, the geographical span of the AO needs to be reconsidered. Furthermore, a legal measure which ensures ROKN vessel's functional capability of controling DPRK vessels must be introduced. This thesis examines post-Korean War DPRK vessel control system in the Korean peninsula as well as how it should be improved.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.6
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• pp.798-807
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• 2021

In the era of the fourth industrial revolution, Maritime Autonomous Surface Ship(MASS) are expected to emerge in the shipping industry. There has been much active research on collision avoidance systems regarding MASSs, but most of it has focused on merchant ships. A study of collision avoidance systems in fishing vessels is also essential, because Maritime Autonomous Surface Ships will encounter all type of vessels. In this study, the minimum passage distance between small-medium-sized fishing vessels and other vessels was investigated for the Ship's domain analysis. Based on the AIS data of Busan port and the adjacent area, the separation distances of fishing vessels were analyzed. The results indicated that as the speed of fishing vessels increased, the distance increased from 4L to 8L, and as length of the fishing vessels increased, the distance decreased from 10L to 6L. It is believed that the results of this study can be applied in the future to collision avoidance models for MASSs that reflect the domain of fishing vessels.

• Proceedings of KOSOMES biannual meeting
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• 2006.05a
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• pp.53-58
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• 2006

Recently, vessel's average speed in the sea becomes fast because of the increasing of high-speeds vessel like a container ship and ferry. So, it is considered that speed control in the korean narrow waterway isn't the proper vessel traffic management, now. And, there is a rare paper studied about speed control quantitatively and numerically, especially speed control is discussing continuously, as abrogation of Incheon Port's speed control and alleviation of Kwangyang Port's speed control a according to navigating mariner's request. After this paper replayed the navigation traffic flow in the straight waterway using marine traffic flow simulation, the Environmental Stress Model is introduced to evaluate difficulty of each vessel's traffic.

• Journal of Navigation and Port Research
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• v.34 no.6
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• pp.405-415
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• 2010

To assess the possible collision risk between Mokpo Harbour Bridge, which is under construction, and passing vessels, we proposed Real-Time Bridge-Vessel Collision Model (RT-BVCM) in this paper. The mathematical model of RT-BVCM consists of the causation probability by the vessel aberrancy due to navigation environments, the geometric probability by the structural feature of a bridge relative to a ship size and, the failure probability by the ship collision track and the stopping distance which is not to come to a stop before hitting the obstacles. Then, the probabilistic mathematical model represented as risk index with the risk level from 1 to 5. The merit of the proposed model to the collision model proposed by AASHTO (American Association of State Highway and Transportation Officials) is that it can provide enough time to take adequate collision avoiding action. Through the simulation tests to the two kinds of test ships, 3,000 GT and 10,000 GT, it is cleary found that the proposed model can be used as a collision evaluation model to the passing vessel and Mokpo Harbour Bridge.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2007.12a
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• pp.269-271
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• 2007

현재 세계 각지에는 선박이 통항하는 항행수역에 해상교량이 건설되고 있다. 이와 동반하여 선박이 해상교량에 충돌하는 사고가 발생하고 있다. 우리나라에서도 2009년 인천 제2연육교의 완성과 더불어 선박이 통항하는 항행수역에 해상교량이 건설되는 경우가 많아지고 있다. 이러한 해역에 건설된 해상교량은 선박의 항행수역에 건설되기 때문에 타와 주기관의 고장 등으로 선박이 해상 교량에 충돌할 가능성이 있다. 이 연구에서는 이러한 충돌사고 예방을 위하여 외국 및 우리나라의 해상교량과 관련한 해양사고 발생 현황 및 원인에 대하여 조사하고자 한다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.06a
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• pp.488-490
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• 2013

2013년 11월 27일 구성된 제주 민군복합형 관광미항 크루즈 선박조종 시뮬레이션 시현 TF팀은 2013. 1. 17~18일 한국해양과학기술원에서 3차원 다기능 선박조종시뮬레이터(Full Mission Ship-Handling Simulator)을 이용하여 도선사 4명이 주, 야간 및 입선, 출선자세 접안 16개 시나리오를 가지고 시뮬레이션을 실시하였으며, 평가 기법은 "해사안전법"의 해상교통안전진단 시행지침(국토해양부 고시 제2012-129호(2012.3.21.), 해상교통시스템 적정성 평가(선박조종시뮬레이션, 통항안전성 및 접 이안안전성 평가)를 준용하였다. 시뮬레이션 평가 결과 근접도에 따른 충돌[침범] 확률이 $10^{-4}$미만이고, 운항자[주관적] 평가의 결과가 평균 -2.0 이하로 해상교통환경 변화에 따른 통항안전성 및 접이안 안전성 확보가 가능하다고 평가되었다.

• Proceedings of KOSOMES biannual meeting
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• 2018.06a
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• pp.115-115
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• 2018