• Korean Journal of Fisheries and Aquatic Sciences
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• v.24 no.3
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• pp.177-184
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• 1991

We have investigated geographical distribution and physico-chemical properties of water masses or water types at mid-bottom depth in the neighbouring sea of Cheju Island in August 1986. In 50m layer the Yellow Sea Bottom Cold Water(YSBCW) below $12^{\circ}C$ was observed in the northwestern area of Cheju Island, while the Tsushima Warm Water(TWW) with relatively high temperature$(>16^{\circ}C)$ and salinity more than 34.0 in its southeastern area extended as far as the coast of about 15km. Also, 50m layer at the outside stations of its southwestern area indicated relatively cold water temperature$(11-30^{\circ}C)$, probably due to southward transport of the Yellow Sea Bottom Cold Water(YSBCW . The Yellow Sea Warm Water(YSWW), the mixed water of the YSBCW and the TWW, ranged $13^{\circ}C$ to $16^{\circ}C$ in water temperature and was appeared mainly in the coastal and intermediate area of Cheju Island. And the relatively cold water in the southwestern area and the Tsushima Warm Water were more extensively distributed in 50m layer than the deeper layer. Horizontal distributions of nitrate and phosphate showed a pattern similar to that of water temperature. As it were, the Yellow Sea Bottom Cold Water had the highest concentration of nutrients, while southwestern outside stations had the lowest nutrient contents. Especially, the concentration of nitrate in the latter was remarkably low compared with the value at the other stations. It may be attributed to intensive vertical mixing by collision of the northward driven Tn with the southward driven YSBCW. Also, it was particular that the Tsushima Warm Water indicated relatively high silicate content corresponding to that of the Yellow Sea Bottom Cold Water. Based on the data of $\Delta Si/\Delta P$ ratio, it seems that the mid-bottom waters in this study area are younger than the surface or intermediate water in the Korean East Sea.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.32 no.4
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• pp.363-371
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• 1996

The Steering and Sailing Rules of International Regulations for Preventing Collisions at Sea now in use direct the best aid - action to avoid collision by the stand - on vessel. But these rules do not refer to the safety relative distance between two vessels when she should take such action. In this paper, the author analyzed the ship's collision avoiding actions from the viewpoint of ship motions and worked out mathematical formulas to calculate the relative distances necessary for taking action to avoid collision. Figuring out the values of maneuvering indices through experiments of 11 actual ships of small, medium, large and mammoth size, the author applied these values to the calculating formulas and calculated the minimum relative distances. The main results are as follows: 1. It was confIrmed that the stand - on vessel should keep the greatest relative distance for taking best aid - action to avoid collision when the cross angle of course was $90^{\circ}$ and near it(70-$90^{\circ}$ ). 2. When the cross angle of course was $90^{\circ}$ , the minimum relative distance of small vessel(GT: 160-650tons) was found to be more than about 6.8 times of her own length, and those of medium(GT : 2,300-3,500tons), large(GT : 22,OOO-62,OOOtons) and mammoth(GT : 91,000-139,000tons) vessels were found to be more than about 9.0 times, about 5.4 times and about 6.8 times of their own lengths. 3. It was confIrmed that collision danger was greater when crossing angle was obtuse than in an acute angle, therefore greater relative distance was to be kept by the stand - on vessel for taking best aid - action to avoid collision in the case of the obtuse angle. 4. In every vessels, in the case of $90^{\circ}$ cross angle of course the safety minimum relative distance was found to be more than about 9.0 times of their own lengths.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.20 no.2
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• pp.203-211
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• 2008

More recently, the massive marine bridges in a ship passage have been constructed on the sea. Therefore, the ship impact protection for the bridge-piers are installed to consider the possibility of vessel collision danger. Due to the ship impact protection, the pier-scour characteristics are changed in comparison with the condition without the ship impact protection (SIP). In this study, the physical modeling for the Incheon Sea-Crossing Bridge was performed to analyze the pier-scour characteristics with respect to the vessel collision protection. The rigid and movable bed tests were conducted to evaluate the flow pattern, scour depth, and scourhole with and without the ship impact protection. The experimental results for the maximum scour depth is increased 0.24 m in W1 pier at the same location and 2.4 m in W2+3+4 piers due to the SIP installation. Especially, the maximum scour depth in W2+3+4 piers was occurred around the SIP.

• Journal of the Korean earth science society
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• v.27 no.6
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• pp.620-642
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• 2006

The Moho structure and its deformation in the southern part of the Korean Peninsula were estimated using gravity and topography data. Gravity signals from the upper and lower crust were separated using a filter that was computed from isostacy and elastic thickness. The result of this study shows three characteristic features of the Moho deformation. First, the Moho folding structure is parallel to SKTL (the South Korean Tectonic Line), which indicates positive association with the collision of the Yeongnam and Gyeonggi Massifs and repeated compression afterwards. In contrast, noticeable deformation of the Moho was not observed along the Imjingang Belt, which is interpreted as another continental collisional belt in the Korean Peninsula. Second, the Moho beneath the Gyeongsang Basin has remarkably risen; this seems to be the result from both the collisional compression and buoyancy caused by magmatic underplating. Third, the Moho deformation is shallowest in the east of the Taebaek Mountains and deepens toward the west, consistent with the topographic characteristic of the Korean Peninsula of "high east and low west". It can be interpreted as the results of the opening of the East Sea and Ulleung Basin. A tectonic explanation for this could be the ascent of the mantle induced by continental rifting and horizontal extension at the early stage of the opening of the East Sea. The Moho deformation model computed in this study correlates well with the earthquake distribution and crustal movement measured by GPS. We suggest that the compression along the SKTL is still exerted, consequently, the Moho deformation is active, although it may be weak.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.45 no.3
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• pp.177-187
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• 2009

This paper describes a automatic video surveillance system(AVSS) with long range and 360$^{\circ}$ coverage that is automatically rotated in an elevation over azimuth mode in response to the TTM(tracked target message) signal of vessels tracked by ARPA(automatic radar plotting aids) radar. This AVSS that is a video security and tracking system supported by ARPA radar, CCTV(closed-circuit television) camera system and other sensors to automatically identify and track, detect the potential dangerous situations such as collision accidents at sea and berthing/deberthing accidents in harbor, can be used in monitoring the illegal fishing vessels in inshore and offshore fishing ground, and in more improving the security and safety of domestic fishing vessels in EEZ(exclusive economic zone) area. The movement of the target vessel chosen by the ARPA radar operator in the AVSS can be automatically tracked by a CCTV camera system interfaced to the ECDIS(electronic chart display and information system) with the special functions such as graphic presentation of CCTV image, camera position, camera azimuth and angle of view on the ENC, automatic and manual controls of pan and tilt angles for CCTV system, and the capability that can replay and record continuously all information of a selected target. The test results showed that the AVSS developed experimentally in this study can be used as an extra navigation aid for the operator on the bridge under the confusing traffic situations, to improve the detection efficiency of small targets in sea clutter, to enhance greatly an operator s ability to identify visually vessels tracked by ARPA radar and to provide a recorded history for reference or evidentiary purposes in EEZ area.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.5
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• pp.302-307
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• 2017

Draft ice in polar regions is formed due to sea level changes and various environmental factors cause damage due to collision with offshore plants and ships for resource development. Drift ice in polar regions is a potential source of accidents for offshore plants that perform long-term operations in one place, as well as on the ship. To prevent accidents with drift ice, offshore plants and ships in polar regions use satellite image information and detection radar to detect drift ice. However, the inability to use visible satellite images at night significantly lowers the detection probability by radar for small drift ice. In this study, we used a thermal imaging system which can be operated day and night for the detection of drift ice, and carried out an experimental study on the detection characteristics of drift ice. To examine the night operation of the thermal imaging system, the experimental condition was set and the thermal image was measured according to the measurement angle change. Under this condition, the correlation was analyzed by theoretical calculating the radiant energy of the drift ice and the sea water.

• Journal of Fisheries and Marine Sciences Education
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• v.28 no.2
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• pp.465-472
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• 2016

Principal Component Analysis (PCA) is useful statistical technique for finding patterns in data, and expressing the data in such a way as to highlight their similarities and differences. In this paper, 1417 marine casualties occurred in Korean littoral sea in recent 5 years, were examined by the PCA. The main results obtained were as follows : 1. Most of marine casualties resulted from the human factors such as careless operation and insufficient engine maintenance. 2. Collision and standing mainly resulted from steering room-related human factors such as careless guard, inadequate ship-handling, however engine damage and fire explosion mainly resulted from engine room-related human factor such as bad handling of engine system. 3. No. 1 principal component represents accident frequency, No. 2 principal component represents the cause and No. 3 principal component represents the pattern of marine casualties, respectively.

• Journal of Navigation and Port Research
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• v.27 no.6
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• pp.639-643
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• 2003

The emphasis is put on the detailed knowledge on manoeuvring characteristic for the safe navigation while avoiding terrible collision between ships and on the guideline to the design and operation of the ship-waterway system The numerical simulation of manoeuvring motion was carried out parametrically for different ship types, ship-velocity ratios, separation and stagger between ships. As for the calculation parameters, the ratios of velocity difference (hereafter, $U_2$/$U_1$ ) between two ships were considered as 0.6, 1.2, 1.5. From the inspection of this investigation, it indicates the following result. Considering the interaction force only as parameter, the lateral distance between ships is necessarily required for the ship-velocity ratio of 1.2, compared to the cases of 0.6 and 1.5 regardless of the ship types. Furthermore, regardless of the ship-velocity ratio, an overtaking and overtaken vessel can be manoeuvred safely without deviating from the original course under the following conditions: the lateral distance between two vessels is approximately kept at 0.5 times of ship-length and 5 through 10. degrees of range in maximum rudder angle. The manoeuvring characteristic based on this investigation will be very useful for keeping the safety of navigation from the practical point of ships design and traffic control in restricted waterways.

• International Journal of Fuzzy Logic and Intelligent Systems
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• v.14 no.4
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• pp.288-294
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• 2014

Understanding a ship's present position has been one of the most important tasks during a ship's voyage, in both ancient and modern times. Particularly, a ship's dead reckoning (DR) has been used for predicting traffic situations and collision avoidance actions. However, the current system that uses the traditional method of calculating DR employs the received position and speed data only. Therefore, it is not applicable for predicting navigation within the harbor limits, owing to the frequent changes in the ship's course and speed in this region. In this study, planned routes were applied for improving the reliability of the proposed system and predicting the traffic patterns in advance. The proposed method of determining the dead reckoning position (DRP) uses not only the ships' received data but also the navigational patterns and tracking data in harbor limits. The Mercator sailing formulas were used for calculating the ships' DRPs and planned routes. The data on the traffic patterns were collected from the automatic identification system and analyzed using MATLAB. Two randomly chosen ships were analyzed for simulating their tracks and comparing the DR method during the timeframes of the ships' movement. The proposed method of calculating DR, combined with the information on planned routes and DRPs, is expected to contribute towards improving the decision-making abilities of operators.

• Proceedings of KOSOMES biannual meeting
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• 2008.05a
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• pp.173-176
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• 2008

It is very important to protect life, property at sea and marine environments from any pollution AIS, which was been carried out July 1st, 2002 by SOLAS ch. 5, is an communication system to enhance navigational safety by transmitting and receiving vessel information automatically. In this paper, we investigated the positive factors expected by introducing AIS. For this, ship's collision accidents were analyzed. Finally, we suggest methods to solve several problems related to operation in AIS.