• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.2
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• pp.127-138
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• 2023

A variety of decarbonized energy sources are being developed globally to realize carbon neutrality (Net Zero) by 2050 as a measure to address the global climate crisis. As the Korean government has also established a Renewable Energy 3020 policy and promoted energy development plans using solar or wind power, large-scale offshore development projects not present before in coastal waters, such as offshore wind farms, are being promoted. From ships' point of view, offshore facilities present obstacles to safe navigation, and with the installation of marine facilities, ship collisions or contact accidents between ships and marine facilities may occur in the narrowed water areas. In addition, there are concerns about environmental pollution and human casualties caused by marine accidents. Accordingly, we review overseas and domestic offshore wind farm development plans, analyze whether institutional devices are in place to ensure the safe passage of ships in wind farm areas, and study the safe operation of large-scale offshore wind farms and safe passage of ships along the Korean coast by comparing overseas legislative cases with domestic laws and presenting a proposal to illuminate the legal blind sectors.

• Journal of Navigation and Port Research
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• v.47 no.6
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• pp.341-349
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• 2023

Gamcheon Port, which is one of three major harbors in the Port of Busan, is being operated to load, discharge and transport a wide range of cargoes, including general cargo, fisheries, steel products, cement, etc,. The harbor, designated as a compulsory pilotage area, provides pilotage services in compliance with relevant laws and regulations for arrival and departure of vessels in the Gamcheon Port area. Some academic research on the marine traffic environment in Gamcheon Port has been conducted. However, the pilotage environment and hazards to pilotage safety in the port have yet to be studied. Therefore, in this research, the pilotage environment and hazards to pilotage safety were identified, and it was confirmed that there are hazards to pilotage safety, such as vessels installed poor facilities including damaged pilot boarding arrangements, vessels blocking pilot's view by her structures and fishing nets, vessels unable to communicate in English, vessels not following VTS's order. The hazards to pilotage safety were also stratified, and the importance of the hazards was verified in accordance with a survey based on Analytic Hierachy P rocess(AHP) for Busan Harbor pilots, and safety measures to secure pilotage safety were examined to secure the safety of vessels calling Gamcheon Port.

• Journal of the Korean Society of Marine Environment & Safety
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• v.30 no.2
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• pp.184-193
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• 2024

Harbor and Fishery Design Criteria defines that ship routing should be designed to ensure safe ship navigation and easy maneuvering. The design of the channel width is one of the critical conditions in routeing of ships. For the criteria of the channel width, qualitative evaluation criteria are used in South Korea, whereas quantitative evaluation criteria are used in other countries. Environmental factors, such as winds, tidal currents, and waves directly or indirectly affect ship resistance when sailing. Depending on their strength the environmental factors may pose a threat to the safe navigation of ships. Thus, vessel traffic control was regulated in South Korea according to the Beaufort scale. In order to design the channel width to reflect the environmental factors closely related to the safe navigation of ships, quantitative evaluation criteria reflected with environmental factors were presented in other countries, however, these external factors were not considered in South Korea. This study analyzed the relationship between the channel width actually used by ships and environmental factors by using the trajectories of ships entering and leaving Mokpo Port. This study also suggested the required channel width according to tidal currents and compared it with the channel width design criteria of other countries.

• Journal of Navigation and Port Research
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• v.31 no.3 s.119
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• pp.165-172
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• 2007

Logistics needs in Asia are surprisingly increasing due to rapid growth of China in Northeast Asia We are endeavoring to make an economic block in opposition to NAFTA and EU by economic revival, political stability, and easing of exclusive parts between countries as increasing of traffic infra such as asian highway, transcontinental railway in the region of Northeast Asia and as considering diversification of transportation mode. Now, Busan is not a final terminal of this business, and it is not a concreted level in considering an undersea tunnel between Korea and Japan as effort to extend to Japan. Therefore, this study performed an effect analysis which be affected to Northeast Asia and Korea in future by analysis and comparison of a cost and time required of marine transportation and railway before and after construction through course analysis and summary of discussed content until now for undersea tunnel between Korea and Japan. This result expects as a accelerative play for study cf undersea tunnel between Korea and Japan in future. In this result, we estimate that it is an effective things in a cost and time required if undersea tunnel between Korea and Japan is constructed, and we simply searched for theirs effects in the aspects of Northeast Asia, national balanced development, regional economic in Busan, and marine logistics.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.40 no.1
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• pp.59-67
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• 2020

In this study, a suitable algorithm for each BRT stop type is presented through the network construction and algorithm design effect analysis through the LISA, a traffic signal program, for the BRT stop type in the BRT Design Guidelines, Ministry of Land, Transport and Maritime Affairs, 2010.6. It was. The phase insert technique is the most effective method for the stop before passing the intersection, the early green technique for the stop after the intersection, and the extend green technique for the mid-block type stop. The extension green technique is used only because it consists of BRT vehicles, general vehicles and pedestrians. Analyzed. After passing through the intersection, the stop was analyzed as 56.4 seconds for the total crossing time and 29.8 seconds for the delay time. In the mid-block type stop, the total travel time of the intersection was 40.5 seconds, the delay time was 9.6 seconds, the average travel time of up and down BRT was 70.2 seconds, the delay time was 14.0 seconds, and the number of passages was 29.

• Journal of Navigation and Port Research
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• v.40 no.6
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• pp.375-384
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• 2016

This study aimed to specify Vessel Traffic System(VTS) operators' situational awareness(SA) tasks and examine differences in subjective ratings for three levels of SA. Data for relative frequencies of SA tasks were collected by using direct in field observation. Subjective rating scores were obtained using a questionnaire method and compared in terms of VTS operator's gender and length of service career. The results are as follows. First, it was found that the VTS operators perform information perception task elements more frequently than those for information integration and prediction. Second, VTS operators tended to show subjectively lower evaluation scores for prediction than information perception or integration. Third, male VTS operators rated their SA ability higher than females. Fourth, the male VTS operators more than 15 years of career service showed higher subjective rating scores than those with under 5 years of service. Female VTS operators with different levels of career service showed a similar level of subjective rating scores. These results suggest that the frequency of SA related tasks and subjective SA evaluation can differ in terms of SA levels and individual differences.

• Proceedings of KOSOMES biannual meeting
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• 2003.11a
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• pp.35-44
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• 2003

Considering possible legal and policy problems with regard to the Cheju Strait, a central issue is whether the Cheju Strait should be treated as Korean territorial sea or an international strait The claim that the strait is territorial sea has been based on the use of a straight baseline method of dermarcation With the use of straight baseline, Korea claims that the breadth of the Cheju Strait is only 20.7 miles at its narrowest point and therefore the strait becomes the territorial sea of Korea. The consideration cf marine pollution has weighed heavily in claiming the Cheju Strait as territorial sea. Pollution resulting from the accidents cf tankers caused by fire, collision, or stranding in the Cheju Strait and the Korea Strait would be enormous, affecting the entire coastal waters of the south coasts cf Korea's mainland and Japan's Tsushima Islands areas. Catastrophic pollution in the Cheju Strait could also come from the accidents cf large-size oil tankers passing through the Korea Strait from the Malacca Strait Although the Korean government considers the geographic and socioeconomic conditions sufficient to justify Korea's claim of the Cheju Strait as territorial sea, it believes that declaring it so would raise considerable legal conflicts with maritime states. In view of the legal difficulties and the need to meet the problems arising from the growing vessel traffic in the Cheju Strait, the sea lanes and traffic separation schemes may be considered an alternative to the internationalization of the Cheju Strait Even if the Korean government dose not do so, the regime of innocent passage should be applied to vessels passing through the Strait and should not suspend innocent passage through the Strait. Therefore, the Korean government needs to have a more legal, pragmatic, functional and managerial approach than a purely sovereign and selfish approach to the solution of legal matters of the Cheju strait For this purpose, the UN Convention on the Law of the Sea would serve as a guide and also self-restraint and cooperative approaches would become norms governing the resolution of the law of the sea issues in the Cheju Strait.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.4
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• pp.309-316
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• 2020

Waterway design should prioritize appropriate channel width to ensure preferential safe passage for the arrival and departure of vessels. To calculate the minimum channel width required for safe passage a comprehensive review of several factors is required. These factors include vessel maneuverability, determined by vessel size, type and speed; environmental factors such as wind, tide, and wave action; human factors, including personal experience and operator judgment as well as marine traffic and navigation support facilities for decision making. However, the Korean channel width design standard is based only on vessel length, and requires improvement when compared with the standards of PIANC, USA, and Japan. This study aims to estimate the appropriate channel width required for one-way traffic in a straight channel, considering various vessel and environmental factors, using Fast Time Simulation (FTS). When the wind speed is 25 knots, with a current speed of 2 knots and a normal vessel speed of 10 knots FTS shows that a 150K GT Cruise Ship requires a minimum channel width of 0.67-0.91 the vessel length (L), whereas a 120K TEU Container Ship and a 300K DWT VLCC require 0.79-1.17 and 1.02-1.59, respectively. Such results can be used to calculate the minimum channel width required for safe passage as an improved Korean design standard.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.11 no.4
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• pp.19-33
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• 2012

Ministry of Land, Transport and Maritime Affairs prepared the method to update traffic connection system by amending "National Transport System Efficiency Act(hereinafter Act)". The key is a development of Intermodal Transfer Center. The law and guideline related with Intermodal Transfer Center requires the installation and operation of transfer information guide facility to improve user's convenience. However, there are no sufficient studies that can be used as references for the method to construct transfer support information system related with user's preference. The study performed the research about user's service satisfaction in relation with transfer support information service, which was embodied in model operation process, on the basis of transfer support information system of Intermodal Transfer Center applied to Gimpo Airport. The analysis result about service preference, importance of each supplied information, service satisfaction and consideration for service embodiment can be used as a guideline to embody the user information service of Intermodal Transfer Center. In addition, through CVM, the study estimated and proposed the service valuation of smart intermodal transfer service that provides customized information to cope with user's situation and traffic means operation status among transfer support information service. It is determined that the study will measure the benefit of Intermodal Transfer Center user by using monetary value when smart intermodal transfer service is supplied and provide the ground to expand high-tech transfer information service with high usefulness and convenience.

• Journal of Korea Port Economic Association
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• v.37 no.3
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• pp.55-74
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• 2021

The role of container ports contributes greatly to international trade and national or regional economic development by supporting maritime transportation and occupies a central position in the supply chain connecting sea and land. The performance(traffic volume) of a port generally depends on geographic, economic, and operational factors etc. For the past several decades, container port volumes have grown with fluctuation. This study amis to analyze how global ports have undergone changes in terms of cargo volume by region, size and period. For the analysis, only the volumes of global top 100 ports were used. Shift-share analysis and BCG matrix analysis were employed as methodologies. According to the result of the analysis, the relative volatility of port traffic over the past 16 years as a whole was found to be limited. On the other hand, ports in China and Southeast and Southwest Asia, which are economically growing for the last decades, showed growing trends, while ports in Northeast Asia and Europe appeared to be in a stagnant or declining phase. It also shows that most of the global ports maintain limited changes in cargo volume because they are already positioned as central ports in the region. In addition, it can be seen that the global port volume has a close relationship with the change in the economic capability of the relevant region or country.