• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.2
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• pp.275-285
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• 2021

COVID-19 is threatening the safety of ships and seafarers by delaying seafarer rotation. Shipping companies and governments have a blindspot in case of the onboard environment of seafarers. An effective, alternative plan should be devised to eliminate the possibility of human accidents in an emergency that threatens the safety of seafarers. According to the survey of former and current seafarers, the most important factor in boarding life was safety, and the most necessary thing during emergencies was to secure smooth seafarer rotation rather than improve wages and welfare. By analyzing the major routes of national shipping companies by continent, ports with a large number of calls and a high Air Connectivity Index were selected as the base port. In addition, the route was designed for effective, domestic seafarer rotation during international shipping. Other countries must be consulted to establish a travel route linking ships, ports, and airports for the safe return of sailors to their home countries during an emergency. In addition, it is necessary to work together for the seafarers who are in trouble of seafarer rotation through cooperation with the International Maritime Organization(IMO). Starting with this, the government should have a monitoring system for the return and non-return routes as well as the number of seafarers on board. If such a system is established, it will be able to determine the response direction of our country's policy in case of an emergency. Along with the shipping company's ef orts to improve the treatment of seafarers, national and social attention will be needed to review domestic laws and improve awareness about seafarers.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.21 no.1
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• pp.11-23
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• 2016

An ecological study on subtidal macrobenthic fauna was conducted off the Namhaedo Island, south coast of Korea from July 2012 to April 2013. A total of 247 species of macrobenthos occurred with a mean density of $1,027ind./m^2$ and a mean biomass of $148.7g/m^2$. Polychaetes was the richest and most abundant faunal group that comprised 37% in both total species number and density whereas echinoderms were biomass-dominant faunal group that accounted for 44% of the mean biomass. There was a seasonal variation in the species richness and abundance of macrobenthos with more species in winter and higher density in spring. Mean faunal density was relatively high at the stations near Namhaedo Island, but gradually decreased toward offshore stations. The most dominant species in terms of density was an amphipod species, Eriopisella sechellensis which occurred as a top ranker during three seasons except spring recorded the fourth rank. E. sechellensis showed its high density at the near shore stations of Namhaedo Island, but this species did not occur around the entrance of Gwangyang and Saryang Bays where Theora fragilis and Lumbrineris longifolia showed high densities. In particular, Tharyx sp., recorded high density between Gwangyang Bay entrance and offshore after Sea Prince oil spill, did not occur in the same area during this study period. The bottom temperature and sorting value of the surface sediments were highly correlated to the spatial distribution of macrobenthic fauna from the Bio-Env analysis. From the cluster analysis, the study area has five station groups with more similar faunal affinities from inner area toward offshore area. Based on the SIMPER analysis T. fragilis, Magelona japonica, E. sechellensis, L. longifolia and Paraprionospio cordifolia were mainly contributed to the classification of station groups. From the BPI, benthic communities in the entrance of Gwangyang Bay and Saryang Bay were considered to be in a slightly polluted condition in contrast to the normal healthy community at the offshore of Namhaedo Island. These results suggested that the benthic community of this area should be regularly monitored to assess the health status of this benthic ecosystem.

• Journal of Navigation and Port Research
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• v.29 no.1 s.97
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• pp.35-42
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• 2005

This study aims at analyzing the extent of seafarers' perception on their stress and ways to cope with the stress and providing fundamental data for establishing on the stress management of seafarers. In this paper 428 seafarers, who were in the fire-fighting and survival technique training course in Korea Institute of Maritime and fisheries Technology, were sampled and asked to fill out two kinds of questionnaire. One is a questionnaire on seafarers' stress perception and the other is that on the measure of their coping with stress. The collected data were analyzed by using descriptive statistics, t-test and ANOVA by SPSS 10.1 package. The results of this study are as follow. 1) There were significant differences of stress perception in navigation area, marital status, amount of smoking, frequency of drinking, exercise, sleep pattern, sleeping hours, leisure time, and job satisfaction 2) There were significant differences of method coping with stress in current position, navigation area, age, ship career, level of education, marital status, yearly income, frequency of drinking, amount of drinking, exercise, sleep pattern, and job satisfaction 3) The relation between stress perception and ways of coping with stress showed that the group with higher stress perception tended to use emotion-focused coping style and desirable thinking.

• 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.42 no.6
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• pp.446-452
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• 2018

A traffic route is an area associated with high risk for accidents due to the flow of heavy traffic. Despite this concern, most studies related to traffic focus solely on traffic distribution. Therefore, there is a need for studies investigating the characteristics of ships' routes and traffic patterns. In this study, an investigation was carried out to analyze the traffic distribution and pattern in 3 major traffic routes for 3 days. For the purpose of the study, based on the prevailing traffic conditions, the route was divided into 10 gate lines. The ships passing through the lines were also classified into either small, medium and large. ND-K-S (normal distribution, kurtosis, and skewness) test was carried out for the traffic distribution at each gate line based on the information analyzed on each traffic route. The analysis of the results obtained from the ND test showed that large vessels have normal distribution, medium sized vessels have satisfied normal distribution in one-way route only while small sized vessels do not have normal distribution. According to the result obtained from the K-S test, normal traffic pattern shows a significant difference between two-way route and one-way route. Results obtained from the K test result shows that in the case of one-way route, vessels have a traffic pattern using a wide range on traffic route. Further analysis shows that vessels concentrate on one side of route in case of two-way route. Results obtained from the S test show that, in case of one-way route, vessels have a normal traffic pattern according to center line. However, analysis pf the results shows that vessels are shifted to the right side of route in case of two-way route. Despite these findings, it should be noted that this study was carried out in only 3 ports, therefore there is need for investigation to be carried out in various routes and conditions in future studies.

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.303-312
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• 2022

Bridges across waterways act as interference factors, that reduce the navigable water area from the perspective of navigation safety. To analyze the safety navigational width of ships navigating bridges across waterways, the optimal traffic distribution based on AIS data was investigated, and ships were classified according to size through k-means clustering. As a result of the goodness-of-fit analysis of the clustered data, the lognormal distribution was found to be close to the optimal distribution for Incheon Bridge and Busan Harbor Bridge. Also, the normal distributions for Mokpo Bridge and Machang Bridge were analyzed. Based on the lognormal and normal distribution, the analysis results assumed that the safe passage range of the vessel was 95% of the confidence interval, As a result, regarding the Incheon Bridge, the difference between the normal distribution and the lognormal distribution was the largest, at 64m to 98m. The minimum difference was 10m, which was revealed for Machang Bridge. Accordingly, regarding Incheon Bridge, it was analyzed that it is more appropriate to present a safety width of traffic by assuming a lognormal distribution, rather than suggesting a safety navigation width by assuming a normal distribution. Regarding other bridges, it was analyzed that similar results could be obtained using any of the two distributions, because of the similarity in width between the normal and lognormal distributions. Based on the above results, it is judged that if a safe navigational range is presented, it will contribute to the safe operation of ships as well as the prevention of accidents.

• Journal of the Korean Society for Marine Environment & Energy
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• v.11 no.2
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• pp.70-77
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• 2008

In this study, to establish countermeasure from marine casualties as a basic study fur long-term prediction of topographical change around Jinudo in the Nakdong river estuary, spatio-temporal topographical change monitoring was carried out. Also, in order to estimate the deposition variations concerning SS (Suspended Solid) flux which moved at St.S1 during neap and spring tide, respectively. From the topographical monitoring, it was found that the annual mean ground level and deposition rate were 141 mm and 0.36 mm/day and all parts except the northern part of Jinudo had the active topographical changes and a tendency to annually deposit. From vertical distribution of SS net fluxes, $SS_{LH}$ (latitudinal SS net flux) during spring tide overall flows average 28 $kg/m^2/hr$ (eastward), and $SS_{LV}$ (longitudinal SS net flux) flows average 11.1 $kg/m^2/hr$ (northward). And, $SS_{LH}$ overall flows average 4.8 $kg/m^2/hr$ (eastward), and $SS_{LV}$ flows average 1.5 $kg/m^2/hr$ (northward) during neap tide similar with spring tide. The depth averaged values of the latitudinal and longitudinal SS net fluxes during spring tide were approximately 6 times higher than those during neap tide. As result of, it was considered that topographical change of southern part of Jinudo was affected by resuspension of bottom sediments due to strong current in bottom layer during flood flow.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.14 no.2
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• pp.97-112
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• 1978

The rule 15, 16 and 17 of International Regulations for Preventing collisions at Sea direct actions to avoid collision when two power-driven vessels are crossing. But these rules do not present the safety minimum approaching distances outside which a give- way vessel deeps out of the way of a stand-on vessel. In this paper, the author analyzed the ship's collision avoiding actions from a viewpoint of ship kinematics as the method to calculate this distance. The author worked out mathematic formulas for calculating the safety minimum approaching distances outside which the give-way vessel takes the actions to avoid collisions in accordance with the cross angles of the crossing vessels' courses. Figuring out actually the values of maneuvering indices of the M. S. Koan Ack San (GT: 224tons), the training ship of the National Fisheries University of Busan and the M. S. Golden Clover (GT: 101, 235tons) of the Eastern Shipping Co., Ltd. through their Z test, the author applied these values to the calculating formulas and calculated the safety minimum approaching distances. The results of calculations are as follows; 1. The greatest distance is to be kept by the give-way vessel to avoid collision when the cross angle of courses is 90$^{\circ}$ or near it. In such case the safety minimum approaching distance of a small vessel must be more than 5 times of her own length and that of a large vessel more than 11 times of her own length. 2. Collision danger is greater when crossing angle is obtuse than in an acute angle, therefore greater distance is to be kept by the give-way vessel to avoid collision in the case of the obtuse angle. 3. The actions to be taken to avoid collisions by the give-way vessel in Rule 16 and by the stand-on vessel in Rule 17(a)(ii) of International Regulations for Preventing Collisions at Sea, must be done outside the above safety minimum approaching distance. When inevitably such actions are to be taken within the safety minimum approaching distance, they should be accompanied with engine motions.