• Title/Summary/Keyword: Ice Navigation

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수동 마이크로파 센서 및 SAR에 의한 북극해빙 모니터링

  • Yang, Chan-Su
    • Proceedings of the Korean Institute of Navigation and Port Research Conference
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    • 2009.10a
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    • pp.247-248
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    • 2009
  • 북극의 환경은 해빙의 변동에 민감하게 반응하며, 해빙(sea-ice)의 증감은 지구 온난화의 지표이기도 하다. 따라서, 지구의 기후변동의 과정을 이해하고 예측하기 위해서는, 북극 해빙의 변동에 대한 지속적인 모니터링이 이루어져야 한다. 이를 위한 방법으로, 1970년대부터 인공위성의 원격탐사방법인 수동마이크로파 센서를 사용해 왔으며, 해빙의 면적과 유형을 판단하는데 효과적이다. 본 논문에서는, 북극 해빙분포의 계절 및 연 변동의 특성을 이해하기 위하여, 북위 60 이상에 대한 2002년 7월부터 2009년 5월까지의 수동마이크로파 센서 AMSR-E 12.5km 해빙농도(SIC)자료(기폰 수동마이크로파 센서보다 2배의 해상도)를 사용하였다. 여름 최저 해빙역 시점의 자료에 의하면, 북극 해빙면적은 점차 줄어드는 추세를 나타내고 있으며, 그 감소율은 연간 3.1%로 이것은 약 0.2백만$km^2$의 해빙이 줄어들고 있다는 것을 의미한다.

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북극해 항로와 빙하해역 선박운항 지침에 대하여

  • Lee, Dong-Seop
    • Proceedings of the Korean Institute of Navigation and Port Research Conference
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    • 2012.10a
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    • pp.55-57
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    • 2012
  • Suez운하를 이용할 경우 부산항에서 로테르담항까지의 수송거리가 11,340마일이 북극해 항로를 이용할 경우 6,860마일로 36%가 줄고 수송기간도 10일 이상 단축되므로 북극해항로를 통한 유럽과 아시아간의 상업적인 수송이 이뤄진다면 해운회사들의 물류비용이 대폭 절감될 것으로 전망된다. 이런 시점에서 2011년 9월 한-러 국장급 해운회담이 열렸으며, 2011년 11월 23일 부산 누리마루 APEC House에서 "북극해항로 상업운항의 현황과 전망"이라는 주제로 국제세미나가 개최 되었다. 현재 북극해 항로를 통과한 선박이 2007년 2척, 2008년 3척, 2009년 4척, 2010년 10척이었던 것이 2011년에는 34척 총 82만톤의 통과 수송이 이뤄졌고, 러시아 북극내의 물동량은 2백20만톤에 달할 것으로 전망되었으며, 2012년의 통과 물동량은 100만톤을 상회 할 것으로 전망된다. 이에 북극해 항로에 대한 소개와 빙하지역을 항해하는 선박에 대한 운항지침에 대하여 검토해보고저 한다.

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A Study on the Development of Curriculum of Polar safety training (극지기초안전교육과정 개발에 관한 연구)

  • LEE, Jin-Woo;KIM, E-Wan;WOO, Young-Jin;LEE, Chang-Hee
    • Journal of Fisheries and Marine Sciences Education
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    • v.28 no.4
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    • pp.1031-1041
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    • 2016
  • Interests in the Polar Regions have been growing due to various factors such as depletion of natural resources and advanced resource development technologies, accelerated rate of polar ice melting as a result of global warming, etc. In particular, demand for the workforce related to vessel passage using the Northern Sea Route and polar studies is still expanding. The International Maritime Organization adopted the Polar Code in 2015 for the safety of ship operation in polar waters and it will enter into force from 2017. But education and training section in the code has been prescribed only for the safe navigation in the ice covered waters intended for navigational offices. There is no basic safety training requirement that applies commonly for all personnel exposed to the risk of the polar regions and the relevant study or discussion has not been made so far. Therefore, this study provides basic data for developing safety training courses for crew and other personnel by analyzing relevant regulations on polar safety training and the contents of relevant safety training in offshore industry required by the costal states adjacent to arctic ocean.

A Study on the Database Generation of Propulsion Performance for Ships Optimum Routing System (선박 최적운항시스템을 위한 추진성능 데이터베이스 생성 연구)

  • Kim, Eun-Chan;Kang, Kuk-Jin;Lee, Han-Jin
    • Journal of Navigation and Port Research
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    • v.40 no.3
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    • pp.97-103
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    • 2016
  • The precise prediction of ships propulsion performance is very important to find out the ships optimum route. This paper describes the development of computer program to generate the database of propulsion performance for the ships optimum routing system. The propulsion performance of ship in the sea is caused by not only ships conditions such as drift and hull roughness, but also various sea conditions such as wave and wind. These prediction methods of added resistance are based on the ships speed trial analysis methods of the ISO 15016:2002 standard, and a few prediction methods of the wind and hull roughness are supplemented. These prediction methods have been applied to the comprehensive computer program. And the database calculation for the research ice breaker the Araon has been carried out, which shall be used for the calculation of optimum route. Furthermore, this program shall be used for the route optimization in global shipping routes.

Enactment Trend and Implication of the Polar Code in IMO (IMO 극지방운항선박 안전코드 제정 현황 및 시사점)

  • Seo, Dae-Won;Kim, Dae-Heon;Ha, Tae-Bum
    • Journal of Navigation and Port Research
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    • v.38 no.1
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    • pp.59-64
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    • 2014
  • As global warming continues, the rate of ice melting in polar regions is increasing rapidly. The interest related to north polar route is increasing among not only countries near Arctic ocean but also the other countries, In the past, the classification society rule related to a design and operation of ship operating in polar area has been primarily amended by Russia, Norway and Finland located near Artic area. However recently International Maritime Organization decided to legislate the Polar Code to ensure safety of a ship operating in Arctic and Antarctic Ocean, and it is scheduled to be completed until 2014. The present paper focuses on the survey of the current enactment trends of Polar Code and suggests the confrontational strategy in related organization.

A Study on QoS Performance Based on CBQ Using Real-time Transport Protocol (RTP를 이용한 CBQ기반의 QoS 성능에 관한 연구)

  • 하미숙;박승섭
    • Proceedings of the Korean Institute of Navigation and Port Research Conference
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    • 2004.04a
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    • pp.43-48
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    • 2004
  • RTP that is proposed supplement of real-time services on internet environment, as Real-time Transport Protocol, is the protocol that for the purpose of sending data of stream type. RTP and RTCP(Real-time Transport Control Protocol) basically work at the same time, RTCP serves with state information of network at present. RTP has important properties of a transport protocol that runs on end-to-end systems and provides demultiplexing. It also offer reliability and protocol-defined flow/congestion control that transport protocol like TCP can not provides. In this paper, we look around concept and construction of Differentiated sen1ice tint run on RTP and by setting parameters of packet transfer method be used CBQ(Class-Based Queuing) for packet transfer on Differentiated service, each service queue controls properly through packet scheduling method, such as WRR(Weighted Round Robin) and PRR(Packet-by-packet Round Robin) all service classes do not experience the starvation and confirm the performance through computer simulation to achieve fairly scheduling.

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Study on Characteristics of Snowfall and Snow Crystal Habits in the ESSAY (Experiment on Snow Storms At Yeongdong) Campaign in 2014 (2014년 대설관측실험(Experiment on Snow Storms At Yeongdong: ESSAY)기간 강설 및 눈결정 특성분석)

  • Seo, Won-Seok;Eun, Seung-Hee;Kim, Byung-Gon;Ko, A-Reum;Seong, Dae-Kyeong;Lee, Gyu-Min;Jeon, Hye-Rim;Han, Sang-Ok;Park, Young-San
    • Atmosphere
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    • v.25 no.2
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    • pp.261-270
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    • 2015
  • Characteristics of snowfall and snow crystal habits have been investigated in the campaign of Experiment on Snow Storms At Yeongdong (ESSAY) using radiosonde soundings, Global Navigation Satellite System (GNSS), and a digital camera with a magnifier for taking a photograph of snowfall crystals. The analysis period is 6 to 14 February 2014, when the accumulated snowfall amount is 192.8 cm with the longest snowfall duration of 9 days. The synoptic situations are similar to those of the previous studies such as the Low pressure system passing by the far South of the Korean peninsula along with the Siberian High extending to northern Japan, which eventually results in the northeasterly or easterly flows and the long-lasting snowfall episodes in the Yeongdong region. In general, the ice clouds tended to exist below around 2~3 km with the consistent easterly flows, and the winds shifted to northerly~northwesterly above the clouds layer. The snow crystal habits observed in the ESSAY campaign were mainly dendrite, consisting of 70% of the entire habits. The rimed habits were frequently captured when two-layered clouds were observed, probably through the process of freezing of super-cooled droplets on the ice particles. The homogeneous habit such as dendrite was shown in case of shallow clouds with its thickness of below 500 m whereas various habits were captured such as dendrites, rimed dendrites, aggregates of dendrites, plates, rimed plates, etc in the thick cloud with its thickness greater than 1.5 km. The dendrites appeared to be dominant in the condition of cloud top temperature specifically ranging $-12{\sim}-16^{\circ}C$. However, the association of snow crystal habits with temperature and super-saturation in the cloud could not be examined in the current study. Better understandings of characteristics of snow crystal habits would contribute to preventing breakdown accidents such as a greenhouse destruction and collapse of a temporary building due to heavy snowfall, and traffic accidents due to snow-slippery road condition, providing a higher-level weather information of snow quality for skiers participating in the winter sports, and estimating more accurate snowfall amount, location, and duration with the fallspeed of solid precipitation.

A study on the northern sea route safety convoy using ship handling simulation (선박조종시뮬레이션을 이용한 북극해 안전 호송에 관한 연구)

  • Kim, Won-Ouk;Kim, Jong-Su
    • Journal of Advanced Marine Engineering and Technology
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    • v.40 no.9
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    • pp.847-851
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    • 2016
  • Due to global warming it is estimated that the arctic ocean route will be avaliable and traffic will increase by approximately year 2030. However, most navigation in the arctic is based on the ice breaker captains'orders, there is no exact measurement of convoy speed and distance between ships. So, this research was conducted to find out the minimum safe separation distance and minimum breaking distance via ship controling simulations, and the results are as stated. For breaking distances, for ships that have a lead distance which is 2~4 times the width of the ship and traveling less than 7 knots, crash astern and crash astern & hard rudder showed no significant difference. But ships traveling at 10 knots there was a decrease in breaking distance of 1L, from 3.5L to 2.5L. By analyzing 10 subject ships by crash astern the breaking distance for 5 knots is 0.98L~1.8L, for 8 knots is 1.9L~4.0L. The minimum safe separation distance in narrow sea-ways is 6L, but as the arctic sea-way is only one-way 3L is required. As the result, it is found that in the arctic the safe escort speed is less than 5 knots, if the escort speed is 8knots or more and by using crash astern & hard rudder to break the safe distance should be kept at 3.4L.

A study on the cost state of the stow net Fishery (근해안강망어업경영의 원가실태에 관한 연구)

  • 박정호
    • The Journal of Fisheries Business Administration
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    • v.9 no.2
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    • pp.59-89
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    • 1978
  • The analyzed results of the actual state of stow net fishery based on the cost expended are as follows. According to the calculation of interests, the total cost of this fishery comes to ₩38,010,653 and in this account, the production cost comes to ₩35,477,198(93.3%), the material cost, 14,567,239(38.3%), the labour cost, 12,740,274(33.5%), the expenses, ₩8,169,685(21.5%), the commision and administration expenses, 2,533,455(6.7%). The expenses for this fishery are paid out as production costs, and the expenses for sale and administration expenses are the lowest of them, and the 93% of expenses are paid out as production costs. The ratio of cost element to 100% is as follow. The wages, 28.4%, fuel, 15.2%, repair, 11.6%, deprecation, 9.5%, fishing gear, 8.7%, ice, 6.1%, container(box for fish), 5.2% administration expenses, 5.2%, food, 3.5%, ship grar, 3.2%, public welfare, 1.7%, commision for sale, 1.5%, insurance for crew, 0.2%, taxes, 0.2%. This fishery is managed with the larger fishing boat than it was and so, it demands better crews with higher wages. In the former fishery, the search for fishing ground is very difficult with long navigation and great fuel consumption. when the weak fishing gears are used, the expenses for their repair and for their gears are greatly paid out. The unit costs of catches to each box come to ₩2.807(₩187 each kg). As the ratio of cost of sales comes to 86.7%and the ratio of interests comes to ₩5,850,812(13.3%), and so the net profit comes to 13.3% of total profits. According to above the ratio of cost of sales is shown as a universal validity, Asthe total expenses comes to 86.7% to the money on sales in the break-even point, the break-even point comes to ₩26,209,168 Accordingly for the profit control the account of production should be raised, and by the saving method of expenditure the break-even point should be brought down for the development of total profits.

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Development of a GNSS Signal Generator Considering Reception Environment of a Vehicle (이동체의 수신 환경을 고려한 GNSS 신호 생성기 개발)

  • Cho, Sung Lyong;Park, Chansik;Hwang, Sang Wook;Choi, Yun Sub;Lee, Ju Hyun;Lee, Sang Jeong;Pack, Jeong-Ki;Lee, Dong-Kook;Jee, Gyu-In
    • The Journal of Korean Institute of Communications and Information Sciences
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    • v.37C no.9
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    • pp.811-820
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    • 2012
  • GNSS signal is vulnerable to jamming signal because of well-known signal structure and weak signal power. For these reasons, the need for analysis of jamming effects and anti-jamming techniques of is increasing. In this paper, a GNSS signal generator is designed which includes a radio wave propagation model for six kind of tactical environments and a body masking model for the reception environment of a vehicle. The radio wave propagation model for downtown, rural, forest, coastline, waste land and snow or ice area is designed using two-ray model. The body masking model is designed the effect which the antenna is affected by the reception environment of a vehicle and radiation pattern from a user configuration. The performance of generated signals from the GNSS signal generator considering reception environment of a vehicle is evaluated by a commercial GPS L1 receiver(NordNav) in normal and jamming environment. Also, the generated GNSS signal is compared to a commercial GPS L1 H/W based RF signal generator(STR4500). The results show that the designed GNSS signal generator in a normal environment compared to the same navigation performance. In jamming environment, it is shown that the body masking effect and GNSS signal acquisition and tracking loss in compliance with the jamming signal are precisely working in the reception environment of a vehicle.