• Journal of the Korean Society of Marine Environment & Safety
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• v.17 no.2
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• pp.143-148
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• 2011

Daesan Harbor is developing under the Industrial Complex or Petrochemistry Development Plan making the port the main hub-port in the West coast. Because of this development. the traffic volume is expected to increase to 9,1.95 incoming vessels by 2020, an increase of 167% compared to 2008 figure. This study thoroughly analyzes and evaluates a systematic and comprehensive use of the fairway in the Daesan Harbor. It establishes a future oriented and safe marine transportation environment upon appropriate examination of the total fairways and sailing assistance facilities.

• Journal of the Korean Professional Engineers Association
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• v.34 no.4
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• pp.62-64
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• 2001

As of July 1. 2001, the Law of Information 8t Telecommunication Protection has been compulsory to audit protection status on national information and Telecommunications Infra facilities such as communication, electricity, waterworks, airport, railway, primary facilities of government and the first financial circles. In U.S. institutions, organizations and corporations in each field are trying to prepare for Safe Har-bor agreed on Internet privacy regulation between U.S. and Europe to be effective in 2003. The Safe Harbor was motl-vated by strict European standard. Other countries make privacy and information protection law according to their own interest. Therefore Korean technical experts have to develop the law responding to national interest and public welfare. Besides scientific Held, experts in the field of politic, economy and academy also have to work hard to develop the law.

• Journal of Positioning, Navigation, and Timing
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• v.11 no.4
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• pp.229-238
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• 2022

This paper addresses on the International technical trends, standards, and development status of terrestrial radionavigation system to provide more accurate and fail-safe Positioning, Navigation, and Timing (PNT) Information available in maritime navigation environment. We analyze the performance result of pilot service in enhanced Long range navigation (eLoran) testbed environment using Low Frequency (LF) signal, and describe the development status of Ranging-Mode (R-Mode) system using Medium Frequency (MF) and Very High Frequency (VHF) to meet the Harbor Entrances and Approaches (HEA) requirement of International Maritime Organization (IMO) within 10m position accuracy. Furthermore, we present an architecture for integrated service of satellite-terrestrial navigation system and future maritime applicable fields. As the core information infrastructure of future navigation for 4th industrial revolution, this paper will be contributed to determining the direction of present and future to provide fail-safe PNT service with Global Navigation Satellite System (GNSS) based on the technical enhancement of terrestrial integrated navigation system.

• Journal of Fisheries and Marine Sciences Education
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• v.23 no.2
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• pp.210-220
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• 2011

The Keyongin Inland waterway will connect with Han-River and the Northen part of the Incheon-seaway and this way will be opened at the early of October this year. In this regard, the Incheon container terminal is under constructing for 1,000 TEU & 550 TEU container vessels at the place of leftside of the Seohae lockgate. However the terminal length is not still fixed due to at a great expenses of construction and dosposal matter of the dredged soil. So this paper will suggest the optimum berth length by using the full mission shiphandling simulator for berthing and unberthing shipmaneuvering. And also evaluates the design standard of harbor construction rules and analysis optimum berth length against ship's length for safe shiphandling at terminals in accordance with the customary practices of the major ports in Korea.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1998.10b
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• pp.11-25
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• 1998

Many Countries have made efforts to assist ships navigate accurately , safely and expeditiously for the safety control against increasing marine traffic , in their coastal waters. However, they are exposed in spite of these efforts,to risks of casulaties and marine polluation caused by traffic congestion when ships are navigating through waterways approaches to ports or harbors and in narrow fairways. Therefore, efficient control of VTS in Port is necessary nowadays to provide ships with necessary service , which interacts with shipping and organize the flow of traffic so as to maximize the efficiency of the port or harbor while minimizing the risk of accident and environmental pollution. Even though the navigation condition of ships is very inferior compared to other ports in Korea, such as the big difference between the ebb and flood tide, the frequent fog, the narrow fairway , the density of navigation traffic in Inchon Port is high and transportation quantity of dangerous cargoe increases gradually. In cosideration of the characteristics of natural circumstance and traffic circumstance the VTS established newly in Inchon port have to operate efficiently. The purpose of this study is to help efficient operation of VTS in Inchon port by accomplishing both the literature research and questionnaire survey. Questionnaire survey was read to the VTS personnel in Inchon Port and customer familiar to Inchon Port such as ship navigators, pilots, shipping companies and so on. Most of ship navigators who occupy half of the respondents are Korean Officer who had responded while they were calling at Inchon port. The conclusions and recommendations includes ; First, the service area should be extended over Designated area to provide the vessel with navigational assistance service regarding the information of traffic congestion area, fishing boat and small ship's activities. Second, the types of information service to be offered are ship's movement and weather condition inthe vicinity of the port and state of fairway in the approaching channel to thte fairway. Third, VTS personnel should be upgraded by the on-the-job training and continuous simulation training as well as supplement of the qualified personnel for VTS operation. Fourth , the Harbor Master System to be introduced for safe navigation and efficient port operation.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.19 no.2
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• pp.136-145
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• 2007

When waves propagating over an underwater shoal break at the top of the shoal, wave heights are drastically decreased in the downstream breaking zone, but a secondary current shooting downstream with strong velocity can be induced by the breaking waves themselves. In the case that an offshore structure is placed in the breaking zone, the estimation of wave farce purely based on the visible wave height may cause an under-design of the structure. Thus, for the safe design of the structure, the breaking wave induced current should be necessarily considered in the comprehensive estimation of design load. In the present study, Boussinesq equation model to calculate the wave height distribution and breaking wave induced current was set up and applied to the scheme of a hydraulic model test previously undertaken. Based on the results of the Boussinesq model, fluid forces acting on the model structure were calculated and compared with the experimental results. The importance of the breaking wave induced current was quantitatively assessed by comparing fluid forces with or without current.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2009.10a
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• pp.40-41
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• 2009

In general, ships are towed to keep the safe operations in harbor or channel by tug boats. Due to increase in ocean traffic, many accidents are happened in harbor or channel in these days. Therefore it is necessary to predict manoeuvrability of tug-barge system, and to assure the safety of that system. Turg-barge system is composed of tug boat, barge, and towing cable, connecting both ships. Manoeuvring equations of tug-barge system are suggested, and the scopes of model tests are discussed to establish the mathematical models for tug boats in this paper.

• Journal of Navigation and Port Research
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• v.44 no.6
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• pp.494-500
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• 2020

Maneuvering vessels in the harbor is an interesting problem in marine cybernetics. The vessel, operated by the pilot and moving very slowly in shallow water, usually is assisted by thrusters, the main propulsion system, and tugboats. In this paper, we suggest a new vessel berthing technique using dampers (cylinder-type fenders) and a system of winches for complex and dangerous berthing situations. We found that control of the fender stroke and rope tension enabled a safe and quick berthing process. The effectiveness and usefulness of this berthing system was verified using a ship of about 2,000 tons.

• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.4
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• pp.401-406
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• 2010

Vessel Operator has been navigating with subjective sate distance in accordance with night & daytime, fore & aft, port & stbd abeam and visibility situation. This sate distances may different depending on inside & outside harbor limit, current, wind and visibility situation. By now, the concept of proper sate distance between navigating vessels has been adopted in Korea, using the early 1980's foreign data. And the safe distance is being used with the same value without any consideration of inside & outside harbor and the kind of vessel. So it is necessary to evaluate or search proper distance concept based on different sate consciousness of Korean manners. This paper aims to develop the basic model for marine traffic evaluation and the new model of marine traffic congestion. Also this paper proposes the basic control guideline of vessel traffic service center. The result of this study showed that minimum sate distance should be 4.4L forward, 3.1L aft and 26L abeam in case of good visibility in daytime, considering various parameters such as visibility, day and night. Some differences Here found between the existing minimum sate distance and the new minimum sate distance derived from the result of this study.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.12
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• pp.429-460
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• 1999

The letter of credit is quintessentially international. In the absence of international legal system, a private system based on banking practices has evolved, commanding the adherence of the international letter of credit community and providing the foundation of th reputation of this instrument. To maintain this international system, it is vital that international standard banking practice should not be subject to local interpretations that misconstrue or distort it. The UCP is a formulation of international standard banking practice. It is neither positive law nor a "contract term" in any traditional sense and its interpretation must be consonant with its character as a living repositary of international understanding in this field. As a result, the interpretation and application of specific articles of the UCP must be consistent with its evolving character and history and with the principles upon which sound letter of credit practice is predicated. This study, especially, focuses on article 13 and article 14 of the UCP500. Article 13(b) of UCP500 stipulates that banks will have a reasonable time, not to exceed seven days, to examine documents to determine whether they comply facially with the terms of the credit. The seven-day provision is not designed as a safe harbor, because the rule requires the issuer to act within a reasonable time. But, by virtue of the deletion of the preclusion rule in the document examination article in UCP500, however, seven days may evolve as something of a safe harbor, especially for banks that engage in strategic behavior. True, under UCP500 banks are supposed to examine documents within a reasonable time, but there are no consequences in UCP500 for a bank's violation of that duty. It is only in the next provision. Courts might read the preclusion more broadly than the literal reading mentioned here or might fashion a common-law preclusion rule that does not require a showing of detriment. Absent that kind of development, the change in the preclusion rule could have adverse effects on the beneficiary. The penalty, strict estoppel or strict preclusion, under UCP500 and 95UCC differs from the classic estoppel. The classic estoppel rule requires a beneficiary to show three elements. 1. conduct on the part of the issuer that leads the beneficiary to believe that nonconforming documents do conform; 2. reasonable reliance by the beneficiary; and 3. detriment from that reliance. But stict preclusion rule needs not detrimental reliance. This strict estoppel rule is quite strict, and some see it as a fitting pro-beneficiary rule to counterbalance the usually pro-issuer rule of strict compliance.