• Journal of Navigation and Port Research
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• v.29 no.3 s.99
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• pp.181-187
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• 2005

In order to reduce the management risks of and secure traffic safety of Aqua-bus which will be operated at the channel of Wolmi do and Yungjong-do for the first time in Korea, we investigate maritime traffic and natural environment around the channel, and analyze the factors of risk involved in her operation. We also propose the countermeasure to secure the safety of navigation in her service including precautionary area, exclusive terminal, operation management, and etc.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2005.10a
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• pp.31-36
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• 2005

This study describes the fundamental technologies needed to develop coastal intelligent transport system by using the infrastructures, managed by MOMAF and Korea Coast Guard, and high information technologies. We propose the standardized technical requirements of each system's component and the linkage requirements for interfacing components each others so as to improve the system's efficiency.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.10
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• pp.1044-1048
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• 2015

Recently, the viability of the Northern Sea Route has been receiving a remarkable amount of attention. Owing to global warming, glaciers in the Arctic Ocean have been melting rapidly, which has opened up navigation routes for ships with commercial as well as research purposes. At present, vessels can be economically operated along the Northern Sea Route four months of the year. However, studies have shown that the economical operating time may increase to six months by 2020 and year-round by 2030. Even though the conditions of the Northern Sea Route are extreme, the main reason for its use is that the route is shorter than the existing route using the Suez Canal, which provides an economic benefit. In addition, 25% of the world's oil reserves and 30% of its natural gas are stored in the coastal areas of the East Siberian Arctic region. Many factors are leading to the expectation of commercial navigation using the Northern Sea Route in the near future. To satisfy future demand, the International Maritime Organization established the Polar Code in order to ensure navigation safety in polar waters; this is expected to enter into force on January 1, 2017. According to the code, a ship needs to reduce its speed and analyze the ice for safe operation before entering into it. It is necessary to enter an ice field at a right angle to break the ice safely and efficiently. This study examined the operation along the course for safe navigation of the passage under several conditions. The results will provide guidelines for traffic officers who will operate ships in the Arctic Ocean.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.463-466
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• 2006

북한의 개방을 가속화 시키고, 개방경제 체제로 나가도록 지원하기 위하여는 무엇보다도 해운 항만의 개방이 북한의 대외 개방전략에서 우선되어야 한다고 보여진다. 이를 위해서는 안전한 해상수송로 확보가 우선되어야 하므로 북한의 해운 및 항만의 실태를 살펴보고 안전한 항행여건의 조성을 위한 항로표지를 설치할 수 있는 남북한 협력체계를 구축을 위한 방안을 제안 하고자 한다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2018.05a
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• pp.183-184
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• 2018

IMO(International Maritime Organization)에서는 2019년부터 e-Navigation 전략을 이행하는 것을 목표로 하고 있다. e-Navigation 전략 이행에 따라 해양 분야에서도 소프트웨어의 사용도와 품질의 중요성이 높아질 것으로 예상된다. 중소조선연구원에서는 이에 대한 대응으로 해양 임베디드 소프트웨어 사용성 평가 시험절차를 개발중이다. 본 논문에서는 해양 임베디드 응용 소프트웨어 사용성 평가 시험절차와 산출물 사례에 대해 기술한다.

• Journal of Navigation and Port Research
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• v.40 no.5
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• pp.257-263
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• 2016

Mombasa is the principle port of Kenya, serving inland countries in Eastern and central Africa. Mombasa port has undergone a massive infrastructure upgrade and dredging works with an expectation that more vessels and large post Panamax ships will be able to enter Mombasa port. Therefore, it is vital to carry out a marine traffic risk assessment in order to quantify the degree of navigation safety needed in the Mombasa approach channel and also to evaluate the navigation risk imposed on transit traffic by local ferry traffic. In this paper, a marine traffic risk assessment is carried out using the IWRAP mk2, Environmental Stress (ES) model, and the PARK model. Risk assessment results show that Likoni area has an unacceptable stress/risk ranking at 20.7% by the ES model and 38.89% by the PARK model. The IWRAP mk2 model shows that the crossing area has the highest risk of crossing collision and the area at the entrance to the inner channel has a high risk of grounding. The conclusions derived from this study will provide the basis for proposing the most effective countermeasure to improve navigation safety in the Mombasa approach channel.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2016.05a
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• pp.81-84
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• 2016

Mombasa is the principle port of Kenya, serving hinter countries in Eastern and central Africa. Mombasa port has undergone a massive infrastructure upgrade and dredging works with an expectation that more vessels and large post Panamax ships will be able to call at Mombasa port. Therefore, it is vital to carry out a marine traffic risk assessment so as to quantify the degree of navigation safety on Mombasa approach channel and also to evaluate navigation risk imposed on transit traffic by local ferry traffic. In this paper marine traffic risk assessment is carried out using IWRAP mk2, Environmental Stress model, and PARK model. Risk assessment results show that Likoni area has unacceptable stress/ risk ranking at 20.7% on ES model and 38.89% by PARK model. IWRAP mk2 model shows that crossing area has the highest risk of crossing collision and the area at the entrance to inner channel has a high risk of grounding. The conclusions derived from this study will provide the basis for proposing the most effective countermeasure so as to improve navigation safety in Mombasa approach channel.

• Journal of Advanced Navigation Technology
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• v.10 no.3
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• pp.226-234
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• 2006

Aids to Navigation is one of the most important facility for safety at sea. However, in terms of position there always exists discrepancy in inventory by media and/or organizational body who maintains the facility which may result in incredibility for navigator's position fixing or hazard avoidance. This paper suggests two major factors as the causes of the position error when they design, install and survey the aids to navigation. One is the function of direction of tide and water depth which makes swinging circle. The other is a variable value by time resulting from multiple coordination of satellites in contact. This paper aims to minimize inaccuracy by verifying its reason through numerical analysis over inherent position error.

• Proceedings of KOSOMES biannual meeting
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• 2006.11a
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• pp.143-149
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• 2006

This paper is primarily focused on the safe navigation between overtaking and overtaken vesselsin restricted waterways under the external forces, such as wind and current. The maneuvering simulation between two ships was conducted to find an appropriate safe speed and distance, which is required to avoid collision. From the viewpoint of marine safety, a greater transversedistance between two ships is more needed for the smaller vessel. Regardless of external forces, the smaller vessel will get a greater effect of hydrodynamic forces than the higher one. In the case of close navigation between ships under the forces of wind and current, the vessel moving at a lower speed is potentially hazardous because the rudder force of the lower speed vessel is not sufficient for steady-state course-keeping, compared to that of the higher speed vessel.

• Journal of Navigation and Port Research
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• v.34 no.9
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• pp.693-698
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• 2010

In port and its approach channel, traffic accidents such as collision, aground, minor collision have reached about 77% of total marine casualty in the area. In this paper, an attempt to enhance the safe navigation was proposed by offering marine traffic supporting system which helps VTS operator assist vessel effectively with the quantitative assessment on difficulty of each vessel. The system collects navigation data from onboard AIS, assesses the data in assessment mode to analyze the navigation difficulties of each vessel and displays the degree of danger of each vessel on the ECDIS in real-time to decide the intervention time or order of priority for VTS operator. The effectiveness of the system was verified by the VTS operators in Korea.