• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.7
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• pp.848-857
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• 2018

Recently, around the world, active development of new renewable energy sources including solar power, waves, and fuel cells, etc. has taken place. Particularly, floating offshore wind farms have been developed for saving costs through large scale production, using high-quality wind power and minimizing noise damage in the ocean area. The development of floating wind farms requires an evaluation of the Maritime Safety Audit Scheme under the Maritime Safety Act in Korea. Floating wind farms shall be assessed by applying the line and area concept for systematic development, management and utilization of specified sea water. The development of appropriate evaluation methods and standards is also required. In this study, proper standards for marine traffic surveys and assessments were established and a systemic treatment was studied for assessing marine spatial area. First, a marine traffic data collector using AIS or radar was designed to conduct marine traffic surveys. In addition, assessment methods were proposed such as historical tracks, traffic density and marine traffic pattern analysis applying the line and area concept. Marine traffic density can be evaluated by spatial and temporal means, with an adjusted grid-cell scale. Marine traffic pattern analysis was proposed for assessing ship movement patterns for transit or work in sea areas. Finally, conceptual design of a Marine Traffic and Safety Assessment Solution (MaTSAS) was competed that can be analyzed automatically to collect and assess the marine traffic data. It could be possible to minimize inaccurate estimation due to human errors such as data omission or misprints through automated and systematic collection, analysis and retrieval of marine traffic data. This study could provides reliable assessment results, reflecting the line and area concept, according to sea area usage.

• Journal of Korea Port Economic Association
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• v.35 no.4
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• pp.1-16
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• 2019

The purpose of this study is to Analyze the problems that container shipping companies exist through the commercialization of container shipping for Non-Arctic countries and the opportunity factors for the transport of the Arctic shipping to improve cooperation cross-border relation Arctic policy and the use of transport. In order to design a hierarchy analysis method study model, four high and 17 low factors were extracted by designing a hierarchy analysis method study model based on results by prior study and in-depth interview. The first of the higher factors is the internal strength of assessing the value of the Arctic, the will and capabilities of the shipping companies in creating new markets with the vision and goals of the shipping companies. Second, the internal constraints associated with the shipping companies advance to the NSR mean the negative factors for the entry into the NSR and the internal weaknesses that cause the shipping companies capacity limitations. Third, the economic benefits from the use of NSR are external factor for shipping companies in cooperation with the future economic value of the Arctic and with respect to Arctic sea and Arctic advance and development from Arctic coastal countries. Finally, external pre-emptive tasks means to respond to use NSR by external restrictions on transport to prepare the possibility of severe weather conditions, the customs policy change of coastal countries.

• Journal of the Korean Society of Marine Environment & Safety
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• v.18 no.3
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• pp.213-220
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• 2012

International Maritime Organization made International Convention for the Safety of Life at Sea to require all ships to carry official charts, both paper and electronic, and is especially encouraging the use of Electronic chart display and information system (ECDIS). Recently, the argument that all Electronic Charts(ENC) displayed in ECDIS should be distributed through Regional ENC Coordinating Center is being raised within the IHO. The use of ECDIS was generalized, but the existing two RENCs in Europe are thought to be not enough. Especially, East Asian region, due to its rapid growth in economy and marine traffic, RENC is found necessary. This research establishes the legitimacy and strategy of East Asian RENC by defining the roles of RENC based on the IMO ECDIS Mandatory Carriage Requirement and RENC operation status through suggesting a "Phase-In" RENC model, which was built upon the strategy of East Asian Hydrographic Commission(EAHC).

• Journal of Navigation and Port Research
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• v.33 no.8
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• pp.525-530
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• 2009

VTS(Vessel Traffic Service) has been established in navigational waters to improve the safety and efficiency of navigation and to prevent marine accidents which could cause a large amount of damages to the marine environment and shipping industries. There have been several reports on analyzing the causes of marine accidents happened around Korean waters of jurisdiction, and those reports contributed not only to the enlargement of waters where VTS operation was needed and but also the construction of VTS system which was necessary to provide vessels navigating in the service waters with safety-related information. However, the researches for the role of VTS in marine transportation were not still enough to increase the safety of navigation and to decrease the number of accidents. In this paper, in view of the fact that VTS operation is closely connected with the accidents, we analyzed that what parts of VTS operation are involved deeply with the causes of marine accidents in Busan Port, and then proposed a method to improve its performance most effectively.

• Journal of Navigation and Port Research
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• v.34 no.6
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• pp.487-492
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• 2010

Ulsan Port is the biggest base port for liquid cargoes in Korea and is pushing in earnest for the development of the 'Ulsan New Port' and 'Northeast Asia Oil-Hub' to prepare for continuous shipment growth. However, Ulsan is in the situation which the harbour limit and anchorages are narrower than other trading ports and the occurrence probability of marine accidents is very high due to heavy marine traffic. We will find and suggest the plan to enlarge the harbour limit essentially needed to expand anchorages considering the geomorphological features of Ulsan and the volume of marine traffic in this research. For the enlargement of harbour limit needed to expand anchorages, the anchorage area needed for Ulsan New Port was calculated after the quantitative analysis of enlargement range through the mutual comparison of the area of harbour limit and anchorages with berths and the volume of marine traffic. The reasonable type of harbour limit, which is based on the survey by a group of experts, was also determined after the decision of the range of harbour limit to accommodate the relevant anchorages.

• Journal of Navigation and Port Research
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• v.44 no.3
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• pp.166-173
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• 2020

AtoN Accident causes navigation dangerous to ships and reduces the credibility of aids to navigation. The most light buoys on the sea have the highest accident rate from the influence of sea weather such as wind, current, and waves. However, in Korea, despite the different sea weather conditions in each sea area, in calculating the dynamic stability of the light buoy, there is a problem that only limit value conditions are applied to all sea areas. Thus, the purpose of this study was to analyze the dynamic stability of the LL-26(M) light buoy, the most installed buoy of its kind on the sea and suggest a stable operation plan for the LL-26(M) light buoy. To achieve this, after analyzing the weather for each sea area of the previous study related to the light buoy, the dynamic stability (inclination angle) was estimated by applying to the representative light buoys of each sea area wherein the number of accidents caused by sea weather was high. As a result of this study, the inclination angle of LL-26(M) light buoy for each sea area was different. That is, the inclination angle caused by winds was 10.329°-36.868°, the inclination angle caused by currents was 0.123°-18.834° and the inclination angle caused by waves was 4.777°-20.695°. The results of study can be used as basic data useful for installation standards for each sea area for stable operation of the LL-26(M) light buoy.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.2
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• pp.247-255
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• 2021

The Ulsan anchorage has not secured a sufficient area than the anchorage demand, and the criteria for objective evaluation are not clearly defined. In this study, a general formula to solve the problems of the current anchorage density and occupancy concept was derived, and new adequacy evaluation criteria were proposed. The proposed criteria were applied to the Ulsan E anchorage to evaluate the suitability of the anchorage. The anchorage density and occupancy of the E1 anchorage were 129 % and 122 %, respectively, showing that both evaluation techniques exceeded 100 %, requiring anchorage expansion according to the evaluation criteria. A plan to expand the anchorage was reviewed considering the traffic pattern and the distance from the pilot boarding point. Therefore, a plan to open 35˚ on a sector at the end of the Ulsan No. 1 fairway was developed, and its suitability was verified. Base on the verification results, there was a part of the overlap between the extended area and the traffic track on the south of the E3 anchorage, but the possibility of affecting the marine traffic was minimal. In addition, it was confirmed that anchorage adequacy was achieved.

• Journal of the Korean Association of Geographic Information Studies
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• v.22 no.2
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• pp.50-64
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• 2019

According to the Maritime Safety Act, there are all 34 routes including 5 traffic safety zones, 3 traffic separation schemes, 26 routes designated by regional maritime affairs departments in the Republic of Korea. In the SOLAS convention, the route information should be is effectively used for the safe navigation. However, the route information is complicatedly composed of the location of the route, the navigation rule by each route, the restriction of the navigation, and the anchorages. Moreover, the present method of providing information using the navigational chart and other publications is not effective for users to grasp the navigational information. Therefore, it was conducted to study the design of the S-100 based routing information data model developed by the International Hydrographic Organization to find ways to more effectively provide route information. To do this, the analysis of route requirement, selection of items, encoding test and users' review were carried out. Through expert user review, it was evaluated that the study on the design of the route information data model can be utilized as a good basic data for the route information integration service. Future research on the development of route information data models is expected to provide integrated route information services.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.5
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• pp.527-534
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• 2019

Several types of mathematical analysis methods are used for port waterway risk assessment based on marine traffic volume. In Korea, a marine traffic congestion model that standardizes the size of the vessels passing through the port waterway is applied to evaluate the risk of the waterway. For example, when marine traffic congestion is high, risk situations such as collisions are likely to occur. However, a scientific review is required to determine if there is a correlation between high density of maritime traffic and a high risk of waterway incidents. In this study, IWRAP Mk2(IALA official recommendation evaluation model) and a marine traffic congestion model were used to analyze the correlation between port waterway risk and marine traffic congestion in the same area. As a result, the linear function of R2 was calculated as 0.943 and it was determined to be significant. The Pearson correlation coefficient was calculated as 0.971, indicating a strong positive correlation. It was confirmed that the port waterway risk and the marine traffic congestion have a strong correlation due to the influence of the common input variables of each model. It is expected that these results will be used in the development of advanced models for the prediction of port waterway risk assessment.

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.313-320
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• 2022

The light buoy installed on the sea is always flexible, because it is affected by the weather as well as passing vessels. The position of the light buoy can be cached through the AtoN AIS (Automatic Identification System) and RTU (Remote Terminal Unit). This study analyzed the position data of the light buoys for the last five years (2017-2021), as well as the distribution of the light buoys within the maximum separated position. As a result, there was a basic error of 17.9% in the position data. Additionally, the separated position error of 197 light buoys to be analyzed was 70.64%, and the AtoN RTU was worse than the AtoN AIS by equipment. On the other hand, as a result of the plotting the position data of the light buoy, it was classified into four types. The most common percussion center type, the percussion center dichotomous type in which the position is divided into two zones based on the chimney, the central movement type with a fluctuating center, and the drag type, in which the position is deviated from the center for a certain period. Except for Type-1, the type was determined according to the position at which the light buoy was installed. This study is the first to analyze the position data of the light buoy, and it is expected that it will contribute to the improvement of the quality of the position data of the light buoy.