• Journal of the Korean Society of Marine Environment & Safety
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• v.3 no.1
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• pp.15-31
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• 1997

This work aims at examining the navigational safety of the entrance channels of Masan harbour and suggesting the way to improve ships' navigational safety through the channels. It has been found, from the on-scene investigation of the navigational safety at Masan, that the depth of the Budo-Sudo channel is not deep enough to cater for the largest vessel visiting the harbour, and that the No.2 navigational channel is not wide enough for the vessel. An additional new waterway, therefore, has been recommended to be established in the south of the Budo-Sudo channel so that the deep draft vessel can detour. The No.2 navigational channel has been recommended to be widen. The width of the channel was suggested to be 280 meters. A waterway design simulation methodology has been applied to examine the safety of the newly suggested channels. New channels have been proved to be safe from the experiment.

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.303-312
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• 2022

Bridges across waterways act as interference factors, that reduce the navigable water area from the perspective of navigation safety. To analyze the safety navigational width of ships navigating bridges across waterways, the optimal traffic distribution based on AIS data was investigated, and ships were classified according to size through k-means clustering. As a result of the goodness-of-fit analysis of the clustered data, the lognormal distribution was found to be close to the optimal distribution for Incheon Bridge and Busan Harbor Bridge. Also, the normal distributions for Mokpo Bridge and Machang Bridge were analyzed. Based on the lognormal and normal distribution, the analysis results assumed that the safe passage range of the vessel was 95% of the confidence interval, As a result, regarding the Incheon Bridge, the difference between the normal distribution and the lognormal distribution was the largest, at 64m to 98m. The minimum difference was 10m, which was revealed for Machang Bridge. Accordingly, regarding Incheon Bridge, it was analyzed that it is more appropriate to present a safety width of traffic by assuming a lognormal distribution, rather than suggesting a safety navigation width by assuming a normal distribution. Regarding other bridges, it was analyzed that similar results could be obtained using any of the two distributions, because of the similarity in width between the normal and lognormal distributions. Based on the above results, it is judged that if a safe navigational range is presented, it will contribute to the safe operation of ships as well as the prevention of accidents.

• Journal of the Korean Society of Marine Environment & Safety
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• v.1 no.1
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• pp.9-25
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• 1995

Although the studies carried out in recent years have provied much new information about channel widths and alignment, they are not consistent in their results. In addition, as a result of variations in local condition and type of traffic accommodated, the dimensions of the channel widths vary over a wide range. Therefore, the recommendation made by the maritime engineering organizations over the world, do not offer detailed and decisive optimal design criteria and are all different. It, therefore, was attempted in this paper to draw a decisive guideline on the optimal widths and alignment of the navigational channels, which can be utilized by the port designers at the stage of the planning. The guideline was drawn through the comparison and analysis of the existing guidelines of the U.S.A, Japan and PIANC and simulation experiment. The simulation experiment was carried out using the "Off Line Port and Waterway Design Simulator" to find the optimal dimensions of the widths of the navigational channels. 90 different simulation runs were conducted at the 3 different secenario channels. New guidelines, the result of the study, is expected to be used usefully by the Korean port designers when designing the rapodly developing ports in Korea. in Korea.

• Journal of Navigation and Port Research
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• v.38 no.3
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• pp.253-259
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• 2014

Traffic risks in fairway and harbour area increase lately according to be a sharpe change of ship's size and speed. It becomes hot issue to design a fairway, which's width is important to lower traffic risk and ensure navigational safety. The current design making a fairway and width do not focus on maneuvering motion of a large ship, but traffic risks are clear on reflecting the design of fairway, specially on width. To contact with these problems, this research proposes how to determine fairway' width in consideration of traffic volume. it suggests several situations of marine traffic congestion as like narrow channel and harbour area. here uses 162 simulations in MTS Ver.1 developed. Acquired simulation's results, environmental stress dates, figure in a model that relates with required fairway' width and allowable traffic volume. In added, suggested model compares current design with an width.

• Journal of the Korean Society of Marine Environment & Safety
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• v.9 no.2
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• pp.31-37
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• 2003

In these days, several bridges have been built or under construction over navigational channel in Korea. In these cases there must be careful consideration for the marine safety of vessels to be passed by below the bridge. This paper aims to analyze the factors influencing maritime traffic safety and to figure out ample width of main span of these kinds of bridges through the reference study and FMSS.

• Journal of the Korean Institute of Navigation
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• v.16 no.3
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• pp.19-31
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• 1992

The Navigational System is the Fundamental System of Port Transportation System and comprises 3 Subsystems, say, the Waterway System, the Shiphandling System and the Support System. The Waterway System of Navigational System is the important and fundamental System for Traffic Safety inside the Port like a Car Road System on Land. This study aims to make a Guideline for the Optimal Waterway System of Port Development and Safety. The Conclusion of this Paper are drawn : 1) The complicated Shiphandling Operations should be avoided for the period of Physical night Time for eliminating the Human Errors. 2) For the Maneuverability and all-weather Combined Piloting the Inside Turn Point Buoy and Begin the-turn Buoy should be mounted with Racon(T) and Radar Reflector for foggy and bad weathers. 3) The Seabuoy located in the Approaching Area for Pilot Station and making Landfall should be mounted with Racon(G) and Morese A Light for giving a Hint of Pilot Station to the Captain on the Bridge, and these Equipments of Racon and Light should be operated normally and effectively even in a Heavy and stormy weathers. 4) A Basic Practical Expression, 1/2 L sin D, for calculating the Extra Width of Cutoff Turn Regions was derived Originally from the Viewpoint of Turn Maneuvers and Maneuverability of the Ship.

• Proceedings of KOSOMES biannual meeting
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• 2003.11a
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• pp.67-73
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• 2003

In these days, several bridges have been built or under construction over navigational channel in Korea In these cases there must be careful consideration for the marine safety of vessels to be passed by below the bridge. This paper aims to analyze the factors influencing maritime traffic safety and to figure out ample width of main span of these kinds of bridges through the reference study and FMSS.

• Journal of the Korean Institute of Navigation
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• v.18 no.2
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• pp.1-18
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• 1994

Kwangyang harbour has been developed very rapidly and has 20 berths including 2 for 250,000DWT bulk carriers at the terminal of Kwangyang Steel Company only. In addition to this, the port is developing a container terminal with 10 berths for 50,000GRT container ships, the construction of which is scheduled to be finished in the year 2000. Because of these development, it has been pointed out that the existing waterways are not wide and safe enough for the new large ships to be catered for. This work, therefore, aimed to examine the naviga-tional safety of the waterways of Kwangyang Harbour, and to suggest how to improve the existing water-ways for the large ships to be introduced in the near future. In examining the safety of the existing and newly suggested waterways, waterway design simulation methodology has been applied. From this study, it has been suggested that the No.4 navigational channel has to be dredged to the depth of 22.5 meters and used as an entrance channel only, while the No.3 channel is used as an exit channel. Additionally, a new waterway has been recommended to be established over the Myodo Island for the container ships which will use the new terminal, the width of which has been recommended to be 400 meters with 440 meters from the bend area.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.27 no.1
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• pp.33-47
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• 2022

In this study, distribution of submarine sand ridges in the coastal waters of Korea was surveyed using multibeam echo sounder data, and the topographic characteristics of each region were identified. For this purpose, the DEM (Digital Elevation Model) data was generated using depth data obtained from the Yellow Sea and the South Sea by Korea Hydrographic and Oceanographic Agency, and then applied the TPI (Topographic Position Index) technique to precisely extract the boundary of the sand ridges. As a result, a total of 200 sand ridges distributed in the coastal waters were identified, and the characteristics of each region of the sedimentary sediments were analyzed by performing statistical analysis on the scale (width, length, perimeter, area, height) and shape (width/length ratio, height/width ratio, linear·branch type, exposure·non-exposure type). The results of this study are expected to be used not only for coastal navigational safety, but also for marine naming support, marine aggregate resource identification, and fisheries resource management.

• Proceedings of KOSOMES biannual meeting
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• 2006.11a
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• pp.205-208
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• 2006

Based on SAR signatures for bars, bar transformation is investigated from 2000 to 2005, and monitoring of suspended-silt transportations from terrestrial runoff is tried to understand the morphology during the events of severe rain storm. SAR data did not reveal clearly the bar locations because of most of data acquisitions during high tides form 6.8 m to 9.0 m. Even though the problem, it could be said that in the estuary vegetated area and natural levees are developed well, but bars are shifted after an event like a flood. It is also showed that suspended solids such as silt transported through the estuary could contributed highly to a sedimentation environment around Incheon. A navigational route could be designed with a minimum width of about 200m.