• Journal of Navigation and Port Research
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• v.48 no.1
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• pp.1-6
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• 2024

Aid-to-Navigation facility is important for maritime traffic safety. In Korea, for safe maritime traffic, the Ministry of Oceans and Fisheries is using an Aid-to-Navigation management system. The current Aid-to-Navigation management system displays information based on text, making it difficult to determine the impact if Aid-to-Navigation fails or an accident occurs. A simulator can be used to verify the placement of Aid-to-Navigation. However, real-time information is not applied and maintenance of the simulator is expensive. Additionally, the Aid-to-Navigation simulator cannot simulate effects of port backlighting. To improve these issues, we proposed an Aid-to-Navigation management platform based on digital twin technology. This system can predict failures by analyzing real-time sensor data collected from navigation signs. We plan to develop a function that can simulate Aid-to-Navigation placement. Aid-to-Navigation is expected to be managed efficiently by applying digital twin technology.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.7 no.8
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• pp.1809-1815
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• 2003

This paper presents a human friendly system using fuzzy inference as a Part of study to embody intelligent ship. We also build intelligent ship's steering system to take advantage of speech recognition that is a part of the human friendly interface. It can bring an effect such as labor decrement in ship. In order to design the voice instruction based ship's steering gear control system, we build of the voice instruction based learning(VIBL) system based on speech recognition and intelligent learning method at first. Next, we design an quartermaster's operation model by fuzzy inference and construct PC based remote control system. Finally, we applied the unposed control system to the miniature ship and verified its effectiveness.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.4
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• pp.445-450
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• 2018

AIS is the most important navigation equipment for the identification of other ships, etc. However, the AIS overload problem has been raised recently due to an increase in AIS equipped vessels. The government is planning to introduce the wireless LTE network at 100 km offshore as part of the SMART-Navigation project. Continuous development and dissemination of the services available through such platforms will be necessary to achieve major goals such as marine accident prevention and environmental protection. In this study, we applied a WAVE communication system, which could be the basis for the development of such services. As a result, reliable data transmission was confirmed for a range of communication of approx. 5 miles, although the service was limited to 1 km in road traffic. Therefore, it is expected that WAVE communication technology will be used to prevent marine accidents through such efforts as collision avoidance and the transfer of marine safety information between ships.

• The Journal of Korea Institute of Information, Electronics, and Communication Technology
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• v.12 no.1
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• pp.49-57
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• 2019

The International Maritime Organization is developing a maritime safety system called eNavigation in order to effectively respond to accidents occurring on board vessels. Korea is actively participating in the development of eNavigation and is developing Korean eNavigation by adding its own concept to eNavigation of the IMO. eNavigation is designed to provide various functions for marine safety. The data required for each function is various such as spatial data, relational data, file, weather grid. Therefore, there is a need for a system that can appropriately provide heterogeneous data suitable for eNavigation to each eNavigation's service system. In this paper, we analyzed the kinds of data needed for e-Navigation and designed the architecture of heterogeneous data service system that could provide these data properly.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.7
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• pp.1051-1058
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• 2021

Barges that are towed by tugs do not have navigation capabilities and are usually connected to tugs. These kinds of combined navigation schemes have generated almost ten percent of all maritime accidents in the last five years. The study aims to reduce maritime accidents with barges towed by tugs by analyzing navigation characteristics and the current status of such combined navigation schemes. The analysis consists of the lesson learned from each verdict. The result of the study emphasizes that human factors continue to be the primary cause of maritime accidents with barges and tugs. Additionally, the research proposes that effective advertising for improving maritime safety by reducing towing barge maritime accidents should be created through associations of tugs and barges. Furthermore, relevant re-training must be conducted by maritime training institutions. The results of the study are expected to apply to the improvement of maritime safety through the advertisements to seafarers.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.420-428
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• 2019

Although marine structures are a risk factor interfering with the passage of ships, there are no obvious guidelines on the required safety distance between ships and marine structures under regulations and laws. In this study, the width of the shipping route width was set based on the AIS data to analyze the separation distance between marine structures and ships, and the ships were classified by the length of each ship. By analyzing the distribution at marine structures, this study confirmed that the ships' traffic volume was in the form of normal distribution. To statistically analyze the separation distance between the traffic distribution results and the normal distribution of ships in this study, the traffic pattern analysis around the marine structures was performed. As a result, the traffic pattern was different by length and the recommended safety distance for each length is presented accordingly. Referring to the IMO (International Maritime Organization) the standard turning circle and reference of safety separation distance between ships and offshore wind turbines of the CESMA (Confederation of European Shipmasters' Associations) and P IANC (World Association for Waterborne Transport Infrastructures), the analysis was conducted on ships that did not follow the set distance among the AIS data by setting the distance within the recommended ship safety distance to 5-7 overall length. As a result, the 5.5 length over all of the safety recommendations were selected as appropriate, and based on the above results, the two cases recommending ship safety distance were proposed.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.4
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• pp.457-464
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• 2021

Cargo securing safety, which is one factor for the safe operation of car ferry ships, has been applied since 2015 and evaluated by comparing the hull motion and securing load capacity generated by waves. To ensure the safe operation of the 3700 ton class car ferry, it is important to analyze the hull acceleration motion based on the sea wave information of the navigation area to determine the cargo securing load that can prevent the movement of cargo. In this study, the meteorological information of three wave buoys installed in Busan and Jeju area was analyzed for the past 5 years. In addition, the hull acceleration was measured in actual sea conditions and compared to that of numerical simulations. Under the condition of a significant wave height of 2.5 m from Feb to Mar, except typhoon seasons, the lateral acceleration was observed to be 1.5 m/s² in real ship measuring and 1.8 m/s² in numerical calculation. It was analyzed to be less than 40% under general weather conditions compared to the high wave warning using an approximate formula for estimating the hull motion by wave height. The cargo securing safety proposed in this study will be widely used based on the actual measuring acceleration with the sea wave height.

• Journal of the Korean Society of Marine Environment & Safety
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• v.11 no.2 s.23
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• pp.33-40
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• 2005

According to the development of technology of the navigational equipments, many bridge equipments have been improved, however, marine accidents by human error have not been reduced. Therefore, a matter of primary concern is focused on whether bridge equipments of ships are ergonomically arranged to reduce errors due to human factors. As part of a design of IBS(Integrated Bridge System) standard, rules of the conning display to save time and additional movements to obtain important informations of a ship should be established as soon as possible. In the present study, ergonomic design factors for the conning display are studied through the survey of related works, heuristic evaluations, sketch method tests as well as questionnaires. Using these factors, new conning display was designed and the ergonomic indices were evaluated by comparing tests of the existing conning displays. It is found that the designed conning display obtained high ergonomic index showed better performance, therefore, the ergonomic index studied in the present paper can be used as a useful design standard in the conning display design procedures.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.4
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• pp.465-473
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• 2021

Since the past, ships have hoisted national flags as a means of indicating their nationality. Both domestically and internationally, laws and conventions related to the nationality and hoisting of the flag have been enacted because it is significant that the nationality of a ship is a matter of the jurisdiction of the ship. Nevertheless, there are differences in domestic and international regulations related to the hoisting of the flag of a ship, and if the flag is not hoisted irrespective of the intention, there may be a difference in interpretation as to whether or not the ship will be regarded unconditionally as a stateless ship. However, there is no disagreement locally or abroad about the necessity of indicating the nationality of ships. Therefore, I would like to propose a method to indicate and confirm the nationality of the ship by using wireless communication equipment with hoisting the flag as the only way to express its nationality, reflecting the situation of the era such as high-speed, larger and unmanned ship. Representatively, the method utilizes the automatic identification system(AIS), which is one of the equipment legally installed in the ship, and includes the ship's nationality in its information. If the nationality information is included in the AIS, nationality can be identified earlier and even from a distance, and there will not be instances of nationality not being identified because the flag is not hoisted or the flag is damaged. In addition, it is expected that the problem of nationality indication can be solved even when vessels are unmanned in future.

• Journal of the Korea Society of Computer and Information
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• v.29 no.4
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• pp.145-153
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• 2024

Through the 106th session of the International Maritime Organization(IMO)'s Maritime Safety Committee(MSC), a mandatory safety training requirement for all personnel transferred or accommodated for offshore industrial activities was established and adopted under the name of SOLAS Chapter XV, IP(Industrial Personnel) Code. This regulation mandates pre-boarding safety training to enable individuals to anticipate and mitigate hazardous risks in navigation and operational environments. Consequently, the IP Code includes provisions regarding the training content for industrial personnel and regulations for the refusal of master who has a full responsibility for individuals who have not completed the required training(non-qualified industrial personnel). Referred to as the IP Code, this agreement is set to enter into force in July 2024, necessitating the establishment and operation of safety education for industrial personnel boarding ships before that date. Accordingly, this paper reviews the legal requirements related to training within IP code and analyzes the details of models including training objectives, target audience, duration, and course structure of safety trainings such as STCW, OPITO, GWO training, and other delegated training related to current ships. Additionally, it aims to propose a curriculum model for IP training courses which consists of a total of 16 hours over 2 days, offered by the Korea Institute of Maritime and Fisheries Technology, including teaching objectives, duration, and course structure.