• 한국지구과학회:학술대회논문집
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• 2005.09a
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• pp.124-131
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• 2005

A GDS (Geomagnetic Depth Sounding) method, one of extremely low-frequency EM methods, has been carried out to examine deep geo-electrical structures of the Korean peninsula. In this study, five additive GDS sites acquired in south-eastern area of the Korea were integrated into twelve previous GDS results. In addition, 3-D MT modeling considering the surrounding seas of the Korean peninsula was performed to evaluate sea effect at each GDS site quantitatively. As a result, Observed real induction arrows was not explained by solely sea effect, two conductive structures that are able to explain differences between observed and calculated induction arrows, was suggested. The first conductive structure is the Imjingang Belt, which is thought as a extension of Quiling-Dabie-sulu continental collision belt. The effects of the Imjingang Belt clearly appear at YIN and ICHN sites. The second one is the HCL (Highly Conductive Layer), which is considered as a conductive anomaly by mantle upwelling generated in back-basin region. The effects of the HCL are also confirmed at KZU, KMT101, 107 sites, in the south-eastern of the Korean peninsula.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2002.11a
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• pp.196-201
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• 2002

The SSB(Single Side Band) communication in the 27MHz band has mainly been using between fishiery station and small fishing ship less than 10tons, but the most of small fishing ship are depend on cellular system. When accident for small ship at sea happens, It's very important to communicate continuously for preventing the collision and taking action. At present it is hard to control small fishing ship and provide information properly by using 27MHz SSB channel. Therefore in this paper We present TRS communication system applied for small fishing ship to protect the safy and life at sea and to prepare for emmergency, and also validate it's application.

• Journal of the Korean earth science society
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• v.21 no.3
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• pp.230-249
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• 2000

Southeastern Korean Peninsula has undergone the polyphase deformations according to the changes of regional tectonic settings during the Cenozoic. Through analyses of more than 600 fault-slip data gathered in the study area, five tectonic events are revealed as the followings: (I) NW-SE transtension, (II) NW-SE transpression, (III) NE-SW pure or radial extension, (IV) NNE-SSW transpression, (V) NE or ENE-WSW transpression. Event I was induced by the pull-apart type extension of the East Sea during 24-16 Ma, which resulted in the NW-SE extension of the Tertiary Basins in SE Korea. Event II was resulted from the collision of SW Japan and Izu-Bonnin Arc (or Kuroshio Paleoland) on the Philippine Sea Plate at ${\sim}$ 15 Ma, which stopped the extension of the Tertiary Basins and originated the uplift of fault blocks in and around SE Korean Peninsula. It was continued until ${\sim}$ 10 Ma. Event III is interpreted as the post-tectonic event after the block-uplifts due to the event II, which indicates a temporal lull in activity of the Philippine Sea Plate since 10 Ma. Event IV was originated from the resumption in activity of the Philippine Sea Plate which was restarted to move toward north at ${\sim}$ 6 Ma. The event made the EW compressional structures behind SW Japan as well as in the Korea Straits, and thus the block-uplifts in SE Korea was resumed again. Lastly, event V was resulted from the gradual decrease in influence of the Philippine Sea Plate and the cooperative compression due to the subduction of the Pacific Sea Plate and the collision of the Indian Plate since 5-3.5 Ma, which generated the NS compressional structures in the offshore along the eastern coast of the Korean Peninsula and thrust up the fault-blocks toward west. This event is continuing so far, and thus is making the active faultings resulting in the present earthquakes of the Korean Peninsula.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.42 no.2
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• pp.111-118
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• 2006

It is indispensable to grasp the turning ability of a ship to operate her effectively. For this purpose, the author measured the turning ability of training ship, A-RA by use of bow thruster and stem rudder. The turning ability of this ship, in case of using both of stem rudder and bow thruster at the same time, caused by increase of steering angle provides more influence to the size of tactical diameter than it caused by the power of bow thruster. But the influence of bow thruster on the turning ability is available only within rudder angle $5^{\circ}\;-\;10^{\circ}$, so it is possible to grasp that the effect of bow truster is reduced as rudder angle become bigger. In case of the influence of bow thruster by her speed, the ability of bow thruster is very effective at low speed, but it is almost not available in normal turning speed. Therefore, the using both of stem rudder and bow thruster can be useful in case of low speed proceeding at entrance or departure of the narrow waterway or inside port which sea traffic is congest for collision avoidance.

• Journal of Navigation and Port Research
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• v.42 no.1
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• pp.25-30
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• 2018

This study was carried out to analyze the risk attitude based on situation awareness of the Vessel Traffic Service Operator (VTSO) on the risk of collision between vessels during the monitoring of vessel traffic through the use of the VTS system. In general, when two vessels are in the close quarters situation, we analyzed the degree of risk of collision from the subjective viewpoint of the VTSOs through an administered survey. Chiefly, we analyzed the risk attitudes of each VTSO in the close quarters situation, by comparing it with the calculated value by the CoRi, which is the ship collision risk model from the VTSO's viewpoint. As a result, it was confirmed that more than 40% of the total VTSO was noted as being in a weak risk aversion type of category. Through a review of the results of analyzing the risk attitude of VTSO according to gender, age, VTS career, VTS center position, accident experience, and boarded career, it was found that there was a significant difference in the VTS career, VTS center position and accident experience. In addition, a regression model that is able to further explain the risk attitude of VTSO was derived as a factor that confirmed the significant difference and applied to CoRi to predict the collision risk according to the individual VTSO to be used as a fundamental information gathering tool for providing more accurate and safe VTS service at sea.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.53 no.2
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• pp.177-186
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• 2017

This study is intended to provide navigator with specific information necessary to assist in the avoidance of collision and in operation of ships to evaluate the maneuverability of research vessel Jera. Authors carried out full-scale sea trials for turning test, zig-zag test, and spiral test at actual sea-going condition, which were performed on starboard and port sides with 10-20 rudder angle at service speed of 10 knots. The turning circle was much different at both of the turning of port and starboard which was longer at the starboard than at the port. In the zig-zag test results, the port and starboard was $10^{\circ}$ the first and second overshoot angles were $6.0^{\circ}$, $5.8^{\circ}$ and $6.3^{\circ}$, $7.1^{\circ}$ respectively and the first overshoot angles were $16.4^{\circ}$, $17.6^{\circ}$ when using $20^{\circ}$. Her maneuverability index T and N can be easily determined by using an analogue computer with the data obtained from the zig-zag tests where K is a constant representing the turning ability and T is a constant representing her quick response. In the zig-zag tests under $10^{\circ}$ or $20^{\circ}$ at rudder angle, the value K is 0.149. 0.123 sec- and T is 11.853 and 6.193 sec and angular velocity is $0.937^{\circ}/sec$ and $1.636^{\circ}/sec$. In the spiral test, the loop width was unstable at $+0.51^{\circ}$ and $-1.19^{\circ}$ around the midship of rudder, but the tangent line at $0^{\circ}$ was close to vertical. From the sea trial results, we found that she did comply with the present criterion in the standards of maneuverability of IMO.

• Journal of Navigation and Port Research
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• v.33 no.10
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• pp.685-690
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• 2009

International Maritime Organization (IMO) recommends the installation of an Automatic Identification System (AIS) according to requirements by SOLAS to avoid maritime collision. AIS provides traffic information of other ships that may be used for maritime traffic control, SAR (Search and Rescue) and collision avoidance to apply safety management. In this paper, preliminary results to implement an aeronautical surveillance transceiver using AIS transceiver based on ADS-B concepts are described. Although altitude information is not required for AIS since the AIS is operated at MSL (Mean Sea Level), altitude information can be extracted by a GPS (Global Positioning System) chip-set in the AIS transceiver. ADS-B transceiver is implemented by defining a surveillance message format including the altitude information and modifying SOTDMA (Self-Organizing Time Division Multiple Access) protocol. Ground tests and flight tests are performed to validate the implementation results.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2011.06a
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• pp.85-86
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• 2011

On 7 December 2007, the Hebei Spirit, a 260,000 dwt VLCC, anchored near Korea's Daesan Port, was collided with a passing crane-carrying barge Samsung1, which was under tow of two tugs Samsung T5 and Samho T3. In this study, the behaviour of Hebei Spirit at the time of the accident has been reproduced and analyzed by simulation. This study precedes the study for the investigation of any available countermeasures for Hebei Spirit to prevent the accident. The simulation has been done only for Hebei Spiri and the motion of Samsung barge is just given with recorded AIS data. Dynamic characteristics of Hebei Spirit have been modeled based on empirical data and her sea trial data. Effects of current, wave and wind are also estimateed using empirical formula. Considering uncertainty of environmental condition and control of Hebei Spirit, simulation has been done by varying engine control method and holding power coefficients of the anchor. Finally, based on simulations, the most plausible scenario on the state of anchor and engine control could cause real accidents.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2009.06a
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• pp.19-20
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• 2009

International Maritime Organization(IMO) recommends the installation of an Automatic Identification System(AIS) according to requirements by SOLAS Chapter 5 to avoid maritime collision. AIS provides traffic information of other ships that may be used for maritime traffic control, SAR(Search and Rescue) and collision avoidance to apply safety management. In this paper, preliminary results to implement an aeronautical surveillance transceiver using AIS transceiver based on ADS-B concepts are described. Although altitude information is not required for AIS since the AIS is operated at MSL(Mean Sea Level), altitude information can be extracted by a GPS chip-set in the ALS transceiver. ADS-B transceiver is implemented by defining a surveillance message format including the altitude information and modifying SOTDMA protocol. Ground tests and flight tests are performed to validate the implementation results.

• The Journal of the Acoustical Society of Korea
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• v.28 no.3
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• pp.187-197
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• 2009

The bubbles are created by waves, raindrops, water collision, vessels sailing at sea, life activities of various marine organisms in the ocean and other sources. The bubbles affect the intensity and sound speed of acoustic waves in the ocean. We indirectly observed bubbles in order to understand the creation of and the effects of bubbles on sound waves, using an Acoustic Bubble Spectrometer (ABS) and CTD, from 04:00 to 17:00, 19 September, 2007. We also analyzed the correlation of wind speed and the generation of bubbles, the amount of bubbles, and the sound speed variation at 50, 60, and 70 kHz. Finally, We simulated the way how bubbles affect sound transmission based on the analysis results.