• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2010.04a
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• pp.135-138
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• 2010

IMO adopt the revision of SOLAS convention on requirement systems for ECDIS and considered an ECDIS as the major system for E-Navigation strategy on marine transportation safety and environment protection. ENC(Electronic Navigational Chart) as base map of ECDIS is considered as a principal information infrastructure that is essential for navigation tasks. But ENCs are not easy to utilize because they are encoded according to ISO/IEC 8211 file format, and ENCs is required to utilize in parts of Marine GIS and various marine application because they are used for navigational purpose mainly. Meanwhile Google earth is satellite map that Google company service, is utilized in all kinds of industry generally providing local information including satellite image, map, topography, 3D building information, etc. In this paper, we developed KML conversion technology for ENC application. details of development contents consist of ENC loading module and KML conversion module. Also, we applied this conversion technology to Korea ENC and evaluated the results.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2007.12a
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• pp.181-183
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• 2007

Copyright infringement and data piracy are pervasive problems of digital era and Electronic Navigational Charts(ENC) are not free from these issues. Aside from the economic impact, the unofficial distribution of nautical information has sign띠cant safeη concerns. Therefore, official distributors of nautical information have sought appropriate methods to protect their data and to provide the mariner with a certificate of authenticity through the adoption of security schema. However, a plethora of different security schema provided by independent distributors markedly complicates the software development of Electronic Chart Display and Information Systems (ECDIS) manufacturers and makes it more difficult to achieve the goal of seamless world-wide electronic navigational database easily accessible to the mariner. A fundamental concern of IHO is that adoption of a single, centrally administered security scheme for all ENCs could improve the ease of use of ENCs and enhance safety of navigation. IHO have driven protection scheme as S-63, S-63x. NORI(National Oceanographic Research Institute) necessarily need protection scheme and supporting system for nautical information. This paper presents protection scheme for NORI and proposes support system for ENC protection.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.5
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• pp.462-472
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• 2017

Sunken vessels on major fairways can cause many problems in terms of maritime safety and the marine environment. In order to prevent secondary marine pollution accidents caused by sunken vessels, information on sunken vessels has been collected, a risk assessment has been conducted, and the relevant vessels are being managed according to the results of each assessment. However, there is still a demand for improvements. The most important of the improvement plans is a paradigm shift. In other words, the management of sunken vessels needs to be transformed according to a new paradigm to manage all sunken vessels within three years from the time of sinking. Legislative improvements are also needed for the reporting system for sunken vessels, risk assessment tools, the implementation of risk mitigation measures, and criteria for the implementation cost of risk mitigation measures. In addition, close coordination between marine pollution response and sunken vessel management efforts is needed. As the division of duties between the Korea Coast Guard and the Ministry of Oceans and Fisheries is vague, collaboration between the two ministries is required. Close collaboration is also needed between the departments of navigation safety management and sunken vessel management. Therefore, it is necessary to more clearly establish the relationship between the two systems and create a synergy effect between the two administrative operations using the results of the risk assessment in the Marine Environment Management Act to determine the navigational risk posed by obstacles with regard to the Maritime Safety Act.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.7
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• pp.1051-1058
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• 2021

Barges that are towed by tugs do not have navigation capabilities and are usually connected to tugs. These kinds of combined navigation schemes have generated almost ten percent of all maritime accidents in the last five years. The study aims to reduce maritime accidents with barges towed by tugs by analyzing navigation characteristics and the current status of such combined navigation schemes. The analysis consists of the lesson learned from each verdict. The result of the study emphasizes that human factors continue to be the primary cause of maritime accidents with barges and tugs. Additionally, the research proposes that effective advertising for improving maritime safety by reducing towing barge maritime accidents should be created through associations of tugs and barges. Furthermore, relevant re-training must be conducted by maritime training institutions. The results of the study are expected to apply to the improvement of maritime safety through the advertisements to seafarers.

• Journal of the Korean Society of Marine Environment & Safety
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• v.18 no.4
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• pp.308-315
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• 2012

Hebei Spirit Oil Spill that happened in 2007 had prompted the need of revisiting the coastal safety. In response to this, Korea had made an effort to implement VTS in every coastline in the country. There are a lot of theoretical studies on VTS function nowadays, but coastal VTS are less frequently studied. In this paper, performance analysis results and accident prevention activities of Jindo Coastal VTS center were summarized and the Coastal VTS function are investigated. Jindo Coastal VTS covers relatively wide area and various places with various maritime traffic characteristics are the major navigation vessels, which means that it is important to control these vessels. Since the probability of accidents due to human error is relatively high in coastal area due to negligence tendency of crews during coastal area navigation, coastal VTS has to provide sufficient assistance to navigating vessels. Like most harbour VTS, Coastal VTS provides not only main information service, navigational assistance and traffic organization services but also various services related with advanced search-and-rescue assistance, marine national security, maritime crime prevention, oil spill response, traffic services for non-service vessel, and safety supervision for water leisure boats.

• Journal of Navigation and Port Research
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• v.33 no.8
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• pp.525-530
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• 2009

VTS(Vessel Traffic Service) has been established in navigational waters to improve the safety and efficiency of navigation and to prevent marine accidents which could cause a large amount of damages to the marine environment and shipping industries. There have been several reports on analyzing the causes of marine accidents happened around Korean waters of jurisdiction, and those reports contributed not only to the enlargement of waters where VTS operation was needed and but also the construction of VTS system which was necessary to provide vessels navigating in the service waters with safety-related information. However, the researches for the role of VTS in marine transportation were not still enough to increase the safety of navigation and to decrease the number of accidents. In this paper, in view of the fact that VTS operation is closely connected with the accidents, we analyzed that what parts of VTS operation are involved deeply with the causes of marine accidents in Busan Port, and then proposed a method to improve its performance most effectively.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.6
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• pp.946-954
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• 2022

More than half of barges have been surveyed and designated as an "unmanned barge". The main advantage of the unmanned barge is that it can carry more cargo equivalent to 25 percent of freeboard compared to that of a manned barge. In contrast, it needs an onboard crew barge because the bargeman is in charge of several tasks during sailing such as mooring or unmooring barges to or from a wharf, dropping and heaving up an anchor and turning on and of navigational lights and shapes. The instant recognition is that a tug assume the responsibility of operating a barge; however, different situations exist in which the shipper, as the operator of the barge, hires a tug. Although a tug might be a carrier of a barge under a specific contract, the master of the tug should fulfill his duty to complete its voyage. Most masters are not provided with the particulars of a barge and the information regarding the bargemen onboard, which is believed not to respect the master's authority and lead to an unintended violation of relevant laws. This paper presents three recommendations for resolving these issues: the policy approach for changing unmanned barges to manned barges, issuing a minimum safe manning certificate, and providing the master of tug information on the barge and the crew onboard. Thus, the proposed approach can be expected to improve the crew's working conditions, diminish the violation of the maximum number of persons onboard the barge, and ensure the authority of the master of tug through such recommendations.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.1
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• pp.36-42
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• 2018

This paper considers the Marine Traffic Risk Assessment for fixed and moving targets, which threaten officers during a voyage. The Collision Risk Assessment Formula was calculated based on a dynamic ship domain considering the length, speed and maneuvering capability of a vessel. In particular, the Navigation Risk Assessment Model that is used to quantitatively index the effect of a ship's size, speed, etc. has been reviewed and improved using a hybrid combination of a vessel's dynamic area and the Collision Risk Assessment Formula. Accordingly, a new type of Marine Traffic Risk Assessment Model has been suggested giving consideration to the Speed Length Ratio, which was not sufficiently reflected in the existing Risk Assessment Model. The larger the Speed Length Ratio (dimensionless speed), the higher the CJ value. That is, the CJ value is presented well by the Speed Length Ratio. When the Speed Length Ratio is large, states ranging from [Caution], [Warning], [Dangerous] or [Very Dangerous] are presented from a greater distance than when the Speed Length Ratio is small. The results of this study, can be used for route and port development, including dangerous route avoidance, optimum route planning, breakwater width, bridge span, etc. as well as the development of costal navigation safety charts. This research is also applicable for the selection of optimum ship routing and the prevention of collisions for smart ships such as autonomous vessels.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.5
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• pp.389-401
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• 2016

This study attempted to present the monthly distribution of the inshore gill netters for the prevention of propeller failure caused by the damage of fishing gear by the merchant vessels in the West Sea. This study was conducted using the transmitting device of fishing location (V-Pass) data for 1 year in 2014. The grid intervals are $30minute{\times}30minute$ ($latitude{\times}longitude$) based on the section of the sea. A total of 56 sections were analyzed by constructing a grid. The results revealed that the section no. 194 with the highest density index showed no fishing gear damage accident. But the section no. 193 with a relatively lower density index showed more frequent fishing gear damage accident. It is because the section no. 193 is included in the main route of the merchant vessels. Based on this analysis, it is found that the fishing gears are not damaged in proportion to density index but risk of damage exists according to the main routes of merchant vessels. Therefore, for the safe navigation of the merchant vessels, notifying the waters of $34.5^{\circ}{\sim}35.5^{\circ}$ at latitude and $125.67^{\circ}{\sim}126^{\circ}$ at longitude, as a navigational warning area from May through September, will prevent marine accident, such as propeller failure and fishing gear damage. Accordingly, when the merchant vessels navigate in the section no. 193 and 203, the area of $34.5^{\circ}{\sim}35.5^{\circ}$ at latitude and $125.5^{\circ}{\sim}125.67^{\circ}$ at longitude is recommended for the safe navigation.

• Journal of the Korean Society of Marine Environment & Safety
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• v.14 no.3
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• pp.211-217
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• 2008

Natural environment, topographical conditions and marine traffic flows were investigated and questionnaire surveys were performed for the purpose of understanding the cause of marine accidents. The frequent cases of ships' dragging have happened at the anchorages of E-1, E-2 and E-3. The anchorage area is insufficient for the accommodation of a number of ships, the dolphins at the nearby piers are located near a narrow fairway. SBMs' are positioned too close to the fairway. It shows that many crossing marine traffic flows occur in all areas of the port. Marine casualties are concentrated mainly at No. 1 fairway, M1-M7 waters close to the dolphins and Gwanjeolgot, "E" anchorage and the waters close to the fairway "come and go" areas. The marine traffic flow is mainly caused by the ships' movement at the inter-port and most of the ships are the dangerous cargo carriers. And small ships like the tug-barge are moving disorderly in the ports. Furthermore, the fairway‘s layout is crossing each other. Questionnaire surveys of the users and experts shows that the LANBY that can distinguish the fairway of "come and go" ports is required.