• Journal of Navigation and Port Research
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• v.42 no.3
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• pp.187-194
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• 2018

Aids to Navigation (AtoN) is a marine traffic safety facility used to facilitate the safe and efficient movement of shipping and enhance the protection of the marine environment by the regulations or guidelines of The International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA). Our country is managing AtoN to provide consistent services for AtoN users, although an average of 141 AtoN accidents occur annually. An AtoN accident forces non-planned work on the managers to resort the function, and causes psychological anxiety for its users, ultimately resulting in economic losses. This study developed the Social Cost evaluation model of AtoN accidents. The model can be used to quantify the manager's economic activities related to the shutdown and recovery, as well as the cost associated with the inconvenience to AtoN users. The Social Cost evaluation model of AtoN accidents is proposed as the sum of the encounter cost, administration cost and risk cost.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2010.04a
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• pp.448-452
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• 2010

The traditional Aids to Navigations(AtoN) have been ensuring the safety of ships by indicating the passage and dangers by depending on the flashing lights. But the more the industrial complex behind port which is all over the country involving the Ulsan port developed, the more the lights behind port is stronger, and then the distinguishment of the signal of AtoN from the lights behind port is more difficult. And It is urgently needed to prepare the counterplan about the ensurement of safety because the authorities levels up the limit tonnage of the ships which are sail in and out during night to improve the operation of port through reducing of the traffic jam So, the method of direct lighting like LED non-neon is applied to unmanned lighthouses or light beacon, and the LED flashing number plate is applied to light buoys whose light power is weaker than to improve distinguishment and to be easy positioning of ships. As a result, the users of Ulsan port comment favorably on this item and the development of AtoN must be continuos to overcome the lights behind port.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.5
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• pp.417-422
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• 2016

Aids to Navigation (AtoN) are marine traffic facilities to improve the safety and efficiency of shipping. "New Dangers" should be appropriately marked using lateral, cardinal or isolated danger marks or by using an Emergency Wreck Marking Buoy. However, Emergency Wreck Marking Buoys are difficult to implement in terms of speed and accuracy of installation. In the case of sinking accidents, it is often difficult to immediately install an Emergency Wreck Marking Buoy because of weather conditions, the marine environment or accident positioning. This study concerns Auto-Releasing Emergency Wreck Marking Buoys, which should be installed in all vessel for safe marine navigation and efficient maritime transport with reference to the Maritime Buoyage System (MBS). Auto-Releasing Emergency Wreck Marking Buoys include an auto-release unit, auto reel chain and auto lighting lantern. These buoys can be automatically released from the deck of a vessel and will float in the water for quick installation at the scene of an accident, even in the case of sinking accidents. Auto-Releasing New Mark Buoys are expected to reduce to installation process, prevent secondary accidents by the risk of navigation and be search and rescue rapidly.

• Journal of Navigation and Port Research
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• v.45 no.3
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• pp.109-116
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• 2021

The explosion of a chemical tanker ship during cargo transshipment via double-banking at Ulsan Port, resulted in major damage including fires involving nearby ships. As a follow-up measure to prevent the recurrence of similar accidents, the 'Safety Management of Dangerous Goods in Port' was established, and the designation of a transshipment pier for dangerous goods is required given the risk of explosion and the impact on major facilities in the port. This study evaluated the Fire & Explosion Index of major transshipment cargoes in Ulsan Port to design a transshipment pier based on the Explosion Risk Assessment. Based on the results of Fire & Explosion Index evaluation of styrene monomer and benzene, severe explosion risk was confirmed, and the exposure radius was calculated. Based on the results of the exposure radius, the risk range for each major pier was calculated, and 12 terminals were proposed as transshipment pier candidates considering port facilities, surrounding dangerous facilities, and residential aspects. Since the results of the study suggest transshipment piers based on the risk radius alone, maritime traffic safety, pier and mooring facilities, safety facilities and accessibility for emergency response should be considered comprehensively to designate actual transshipment piers.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.361-368
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• 2019

Aid to Navigation (AtoN) is the artificial facilities to facilitate the ship's safe navigation using light, shape, color, sound, and radio waves. IALA has developed and operated the educational course for expert groups for the design, deployment, and management of AtoN. Also, maritime educational institutes have operated various educational courses for safe navigation through the ship's operation and ECDIS curriculum for seafarers. However, education using the AtoN Simulator System is needed to prevent marine accidents caused by misunderstanding of the AtoN according to various topographical, environmental, and maritime traffic environments. In this study, the existing ship handling simulator and AtoN simulator were applied to develop educational modules for accurate understanding and application of AtoN in various environments, enhancing the quality of education from the existing theoretical point of view and improving practical use to maximize educational efforts.

• 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.28 no.2
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• pp.297-306
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• 2022

AtoN is an acronym for aids to navigation that indicate the position or direction of navigable areas and obstructions. AtoN should be arranged in consideration of unfamiliar navigator's convenience when it is indicated as the limits of navigable areas. Several narrow channels exist on the SW coast of Korea owing to the geographical effect, and the lateral or cardinal marks by the IALA maritime buoyage system are arranged along the narrow channels. This is an actual case study that analyzed the AtoN's role for safety navigation after changes in the maritime traffic environment owing to aquarfarm's development on narrow channels in the Korean SW coast. The analysis results of 5 narrow channels indicated that certain marks did not function properly as lateral or cardinal marks owing to the aquarfarm's location on navigable areas. Therefore, the following were suggested to improve AtoN on narrow channels: changing the position of marks, installing aquafarm's marks, and expressing the aquafarm's position on the nautical chart.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.6
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• pp.663-670
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• 2014

The Pyeongtaek port is expected lack of waiting anchorage due to increase of incoming ships whit increasing of trading volume in the near future. In case of an anchorage facility's structural alternations and expansion, it should be considered comprehensively how it affects other anchorage facilities. In addition, the volume of ship traffic to relevant area should be estimated accurately and then the facility's scale is calculated. In this paper, researchers calculated cargo per unit ship with the throughput for every ship and predicted the number of ships which had entered Pyeongtaek port. As a result, the port's ability to be docked was predicted to be not enough in 2030. It will exceed the number of ships able to cast anchor at specific two parts simultaneously 12.6 and 1.6 respectively consequently, the necessity to expand the ports was suggested. Hence, the best expansion plan was examined with analysis of marine transportation environment at each ports and the improvements suggested are anchoring ships at Ippado anchorage is 19.7 and the one at Janganseo anchorage is 12.6.

• Journal of Internet Computing and Services
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• v.22 no.6
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• pp.25-32
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• 2021

In line with future changes in the marine environment, Aids to Navigation has been used in various fields and their use is increasing. The term "Aids to Navigation" means an aid to navigation prescribed by Ordinance of the Ministry of Oceans and Fisheries which shows navigating ships the position and direction of the ships, position of obstacles, etc. through lights, shapes, colors, sound, radio waves, etc. Also now the use of Aids to Navigation is transforming into a means of identifying and recording the marine weather environment by mounting various sensors and cameras. However, Aids to Navigation are mainly lost due to collisions with ships, and in particular, safety accidents occur because of poor observation visibility due to sea fog. The inflow of sea fog poses risks to ports and sea transportation, and it is not easy to predict sea fog because of the large difference in the possibility of occurrence depending on time and region. In addition, it is difficult to manage individually due to the features of Aids to Navigation distributed throughout the sea. To solve this problem, this paper aims to identify the marine weather environment by estimating sea fog level approximately with images taken by cameras mounted on Aids to Navigation and to resolve safety accidents caused by weather. Instead of optical and temperature sensors that are difficult to install and expensive to measure sea fog level, sea fog level is measured through the use of general images of cameras mounted on Aids to Navigation. Furthermore, as a prior study for real-time sea fog level estimation in various seas, the sea fog level criteria are presented using the Haze Model and Dark Channel Prior. A specific threshold value is set in the image through Dark Channel Prior(DCP), and based on this, the number of pixels without sea fog is found in the entire image to estimate the sea fog level. Experimental results demonstrate the possibility of estimating the sea fog level using synthetic haze image dataset and real haze image dataset.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2016.05a
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• pp.20-21
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• 2016

Aids to Navigation (AtoN) is marine traffic safety facility to facilitate the safe and efficient movement of shipping and enhance the protection of the marine environment by the regulation or guideline of The International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA). By IALA NAVGUIDE, the term "New Danger" is defined as newly discovered hazards not yet shown in nautical documents and includes naturally occurring obstructions such as sandbanks or rocks or man-made dangers such as wrecks. 'New Dangers' should be appropriately marked using Lateral, Cardinal, Isolated Danger marks or by using the Emergency Wreck Marking Buoy. However, the Emergency Wreck Marking Buoy has difficulties with implementation conditions in terms of speed and accuracy to install the buoy. In case of sinking accidents, it is difficult immediately to install the Emergency Wreck Marking Buoy because of weather conditions, marine environments and accident position. This paper studies Auto Releasing New Danger Mark Buoy on the deck which can be automatically to release from the deck of a vessel and float in the water and quickly install the accident position in case of sinking accidents. The buoy will be to reduce the risk of navigation and prevent secondary collisions.