• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.5
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• pp.628-636
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• 2018

Because large buoys are mainly made of steel, they are heavy and vulnerable to corrosion by sea water. This makes buoy installation and maintenance difficult. Moreover, vessel collision accidents with buoys and damage to vessels due to the material of buoys (e.g., steel) are reported every year. Recently, light buoys adopting eco-friendly and lightweight materials have come into the spotlight in order to solve the previously-mentioned problems. In Korea, a new lightweight buoy with a 7-Nautical Mile lantern adopting expanded polypropylene (EPP) and aluminum to create a buoyant body and tower structure, respectively, was developed in 2017. When these light buoys are operated in the ocean, the visibility and angle of light from the lantern installed on the light buoys changes, which may cause them to function improperly. Therefore, research on the performance of light buoys is needed since the weight distribution and motion characteristics of these new buoys differ from conventional models. In this study, stability estimation and motion analyses for newly-developed buoys under various environmental conditions considering a mooring line were carried out using ANSYS AQWA. Numerical simulations for the estimation of wind and current loads were performed using commercial CFD software, Siemens STAR-CCM+, to increase the accuracy of motion analysis. By comparing the estimated maximum significant motions of the light buoys, it was found that waves and currents were more influential in the motion of the buoys. And, the estimated motions of the buoys became larger as the sea state became worser, which might be the reason that the peak frequencies of the wave spectra got closer to those of the buoys.

• 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.

• Journal of the Korean Society of Marine Environment & Safety
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• v.30 no.1
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• pp.74-81
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• 2024

In the near future, autonomous ships, ships controlled by shore remote control centers, and ships operated by navigators will coexist and operate the sea together. In the advent of this situation, a method is required to evaluate the safety of the maritime traffic environment. Therefore, in this study, a plan to evaluate the safety of navigation through ship control simulation was proposed in a maritime environment, where ships directly controlled by navigators and autonomous ships coexisted, using autonomous operation technology. Own ship was designed to have autonomous operational functions by learning the MMG model based on the six-DOF motion with the PPO algorithm, an in-depth reinforcement learning technique. The target ship constructed maritime traffic modeling data based on the maritime traffic data of the sea area to be evaluated and designed autonomous operational functions to be implemented in a simulation space. A numerical model was established by collecting date on tide, wave, current, and wind from the maritime meteorological database. A maritime meteorology model was created based on this and designed to reproduce maritime meteorology on the simulator. Finally, the safety evaluation proposed a system that enabled the risk of collision through vessel traffic flow simulation in ship control simulation while maintaining the existing evaluation method.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.32 no.6
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• pp.706-712
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• 1999

PSD (particle size distribution) for 2,000 mg/$\ell$ natural loess in seawater showed normal distribution cure at 0 minute settling time, accompanying with very large particle distribution range with its mean particle diameter of 31.6 $\mu$m and coencient of variance of $72.6\%$, With elapsed time it showed that the PSD was rapidly changed from normal distribution cure to abnormal distribution curve, steepened the right-hand side of it and its coefficient of variance was getting increased because of rapid settling of large size particles, Cumulative weight distribution showed that 2,000 mg/$\ell$ natural loess in seawater was almost $100\%$ constituted of particles bigger than 20 $\mu$m in diameter. Ratio of $V_s/(D_{bm})^{1/2}$ for loess particles in seawater was increased with increase of particle size in geometrical progression. Almost all loess particles in seawater had Stokes settling velocity not less than 2,255 times of Brownian diffusion coefficient, There was almost to EDL (about 0.4 nm) around natural loess particles in seawater, Thus, there was always LVDW attractive force between loess particles approaching each other in seawater, and almost no EDL repulsive force. Loess particles were not always in the condition of easy floe formation. Concentration of natural loess in seawater increasing from 400 mg/$\ell$ to 10,000 mg/$\ell$, characteristics of the settling was changed from Type I settling (discrete settling) to Type II settling (flocculation settling). PVD (particle volume distribution) showed that natural loess particles in seawater were largely constituted of two types of particles, such as rapidly settling particles and suspended and dispersed particles for a long time. Amount of the latter was much less than that of the former.