• Journal of the Korea Institute of Information and Communication Engineering
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• v.14 no.5
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• pp.1057-1063
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• 2010

Development of e-navigation strategy which was proposed by seven member states coordinated by United Kingdom in MSC committee of IMO has been conducted for user needs definition, gap analysis cooperating with NAV, COMSAR and STW sub-committee. After prominent progress of development was done in Correspondence group, MSC 85 has approved the result of the group and conducted the development of e-navigation implementation plan to be finished in 2012. It is necessary to prepare the strategy and plan of our country identifying and perceiving the core objects and basic concept of e-navigation developed in the international community. This paper presents the progress of e-navigation development work until this stage and gives some recommendations for the domestic plan to cope with e-navigation.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.18 no.9
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• pp.2140-2146
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• 2014

Ocean buoys are operated for safe navigation and collecting ocean data. Recently, to reducing marine buoy's damage by ocean weather's bad condition and collision with vessels has been conducted in several field research. This paper's experiment is buoy condition monitoring about predefined data form by users. As a result using Wireless remote control board applying a radio signal processing algorithms, it can observe buoy's state at an interval of three minutes on the land. Acquired data type is changeable according to ocean weather condition or buoy's purpose of using in advance. Also, this paper conducted an experiment such as data-transmission's stability and wireless communication's availability. As results of the analysis of the transmitted data, the solar, wind and wave power indicates the maximum amount of power, 50 W, 20 W and 40 W respectively. The communication system proven through this research can apply to buoy or other ocean facility.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.8 no.3
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• pp.554-562
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• 2004

It was recommended for all ship engaged in international voyages to carry the Satellite Emergency position Indicating Radio Beacon according to Global Maritime Distress ＆ Safety System but also it is tending to be diffused to require the satellite EPIRB installed in small vessel such as a fishery boat by domestic regulations of each countries. Otherwise the domestic regulation can't evaluate exactly the compatibility with the satellite system and the performance of the equipment itself required by international regulation. And even if it is required the performing of the performance inspection in accordance with international regulation, it is difficult to grasp the characteristics of equipment by a generalized measuring equipment. Hence this study performed the measurement for the matters related with an wave forms, modulation characteristics, frequency and the power, etc through the design and implementation of the test bench capable of ensuring most of test items regulated by international regulation. Through this study, it has been paved the way being capable of preparation of the standard regarding to transmission repetition period, phase variation and frequency stability related with the system compatibility and in conclusion, it is enable to improve the performance of a main distress communication equipment directly connected with the life of a survivor.

• Journal of Advanced Navigation Technology
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• v.23 no.2
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• pp.194-199
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• 2019

Natural disasters destroy decades of human effort and investments, thereby placing new demands on society for reconstruction and rehabilitation. In most case, the natural phenomena triggering the disasters are beyond human control. In order to solve the problems that the information resources can not be shared among disaster management sectors and their work is hard to be coordinated in city, an idea of application of ubiquitous sense network and ICT technology to model the architecture of the disaster prevention system based on the analysis of characteristics of disasters. The proposed algorithm simulated that it is possible to locate the terminal by linking the direction angle and the estimated position that can be confirmed at the time of stopping, even if the movement direction of the terminal does not move in a certain direction with only a smaller number of mobile base stations. We also confirmed that the proposed algorithms analyzed through simulation are more efficient than existing algorithms.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.1
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• pp.97-112
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• 2021

This study introduces lessons learned from investigation and analysis of major domestic and overseas cases of marine chemical incidents involving hazardous and noxious substances (HNS) during maritime transportation by chemical tankers carrying petrochemical products in bulk. The study then suggests plans to improve domestic marine HNS training curricula based on these lessons. Lessons learned from six incident cases are classified into the following six categories: 1) incident-related information, 2) safety, 3) pollution, 4) response, 5) salvage and 6) others. Based on these six categories, it is suggested that the curriculum provided by the Marine Environment Research & Training Institute for marine pollution prevention managers aboard noxious liquid substance carriers should be changed from the existing two-day training of eight subjects (16 h) to a three-day training of sixteen subjects (24 h). In addition, it is proposed that the marine chemical incident response course of the Korea Coast Guard Academy should be changed from the existing five-day training of fifteen subjects (35 h) to a six-day training of thirty-two subjects (48 h). These results are expected to contribute to sharing experiences and lessons learned about response to marine chemical incidents and to be used as basic data for improving the education and training courses for response personnel in preparedness for marine HNS incidents.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.7
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• pp.1059-1066
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• 2021

In Korea, the importance of marine activities is great, and automatic weather observation facilities are operating on land to investigate abnormal weather phenomena caused by industrialization; however, the number of facilities at sea is insufficient. Marine survey ships are operated to establish marine safety information, but there are many places where marine survey ships are difficult to access and operating costs are high. Therefore, a small, unmanned vessel capable of marine surveys must be developed. The sail has a significant impact on the sailing performance, so much research has been conducted. In this study, the camber effect, which is a design variable of the twin curvy sail known to have higher aerodynamic performance than existing airfoil shapes, was investigated. Flow analysis results for five cases with different camber sizes show that the lift coefficient is highest when the camber size is 9%. Curvy twin sails had the highest lift coefficient at an angle of attack of 23° because of the interaction of the port and starboard sails. The port sail had the highest lift coef icient at an angle of attack of 20°, and the starboard sail had the lowest lift coef icient at an angle of attack of 15°. In addition, the curvy twin sail had a higher lift coefficient than NACA 0018 at all angles of attack.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.1
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• pp.175-183
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• 2022

The collision between a ship and bridge across a waterway may result in extremely serious consequences that may endanger the safety of life and property. Therefore, factors affecting ship bridge collision must be investigated, and the impact force should be discussed based on various collision conditions. In this study, a finite element model of ship bridge collision is established, and the peak impact force of a ship bridge collision based on 50 operating conditions combined with three input parameters, i.e., ship loading condition, ship speed, and ship bridge collision angle, is calculated via numerical simulation. Using neural network models trained with the numerical simulation results, the prediction model of the peak impact force of ship bridge collision involving an extremely short calculation time on the order of milliseconds is established. The neural network models used in this study are the basic backpropagation neural network model and Elman neural network model, which can manage temporal information. The accuracy of the neural network models is verified using 10 test samples based on the operating conditions. Results of a verification test show that the Elman neural network model performs better than the backpropagation neural network model, with a mean relative error of 4.566% and relative errors of less than 5% in 8 among 10 test cases. The trained neural network can yield a reliable ship bridge collision force instantaneously only when the required parameters are specified and a nonlinear finite element solution process is not required. The proposed model can be used to predict whether a catastrophic collision will occur during ship navigation, and thus hence the safety of crew operating the ship.

• Journal of the Korean Society of Marine Environment & Safety
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• v.30 no.4
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• pp.324-331
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• 2024

The height of large car and truck carriers from the keel to the wheel house is 44 ~ 46 m, and as the car-carriers increases in size, it exhibits the 'top heavy' characteristic, where the upper section is heavier than the lower section. This study aims to estimate the maximum outward heel angle of the Golden Ray car-carrier (G-ship) during turning maneuvers for accident investigation and the prevention of similar accidents. The theoretically calculated maximum outward heel is 7.5° (at 19 kn, rudder angle 35°) with a GM of +3.0 m or higher, and 16.7° with a GM of +1.85 m. Meanwhile the experimentally modified maximum outward heel is 10.5° (at 19 kn, rudder angle 35°) with a GM of +3.0 m or higher, and 23.3° with a GM of +1.85 m. The G-ship is maneuvered during an accident at a speed of 13 kn, at starboard rudder angle of 10° to 20°, it changes course from 038°(T) to 105°(T) based on the instructions of the on-board pilot. At this time, the maximum outward heel is estimated to be between 7.8° and 10.9° at the port side, which is 2.2 times higher than the normal outward heel. In the IS code, cargo ships are required to exhibit a minimum GoM of +0.15 m or more. The maneuvered G-ship exhibits a GoM of +1.72 m. It is not maneuvered because it fails to satisfy the international GoM criteria and because its GoM is insufficient to counteract the heeling moment during the maneuver. This study is performed based on accident-investigation results from the Korea Maritime Safety Tribunal and the USCG.

• Journal of Navigation and Port Research
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• v.35 no.5
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• pp.439-444
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• 2011

This study is aimed to extract the key role of port operation organizations for the development of region ports and identify the operating efficiency priorities of three ports such as Busan, Incheon and UIsan port operated by PA(port authority). The Factor Analysis(FA) and Fuzzy Method were used as the analysis methodes. As an important role of port authority and regional maritime affairs & port office, thirteen sub-evaluation factors and four top-level evaluation factors were selected using the FA. Among the top-level evaluation factors i.e. 'port security, information management', service for regional society and customers', 'port marketing' and 'customer attraction', the most important factor was identified as 'port marketing'. The total port efficiency was evaluated using these factors and Fuzzy Method. As a result, Busan ranked 1st, followed by Incheon and Ulsan.

• Journal of Navigation and Port Research
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• v.46 no.3
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• pp.209-215
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• 2022

On the Jeju coast, international cruise ships, passenger ships, and other ships pass frequently, as well as many fishing boats. Thus, there is a high risk of marine accidents and frequent ship collisions. Accordingly, it is urgent to establish a coastal VTS for systematic safety management of ships passing through the coastal waters of Jeju. The purpose of this study was to set the area of the VTS to be newly established. In this study, to calculate the workload of the VTS operators, a formula was proposed that reflects the monitoring workload considering the monitoring frequency and required time for target as well as non-target ships and the workload for ship collision situations. The proposed formula was applied to the newly established VTS area in Jeju. Three control sectors were set up in each VTS center. The average number of workstations per hour was approximately 1, so the division between sectors was appropriate. Thus, it was deduced that there would be no workload for the VTS operators. It is expected that the method proposed in this study can be used as primary data for calculating the appropriate number of workstations for the current VTS, and setting the VTS area for a new coastal VTS in the future.