• Journal of the Korea Society for Simulation
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• v.11 no.4
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• pp.43-55
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• 2002

Vessel traffic safety management means the managerial technical measures for improving the marine traffic safety in general terms. The main flow of vessel traffic safety management is that: 1) Traffic Survey, 2) Replay by Marine Traffic Flow Simulation, 3) Quantitative Assessment, 4) Policy Alternatives, 5) Prediction·Verification. In the management of vessel traffic safety, it is most important to establish assessment models that can numerically estimate the current safety level and quantitatively predict the correlation between the measures to be taken and the improvement of safety and the reduction of ship handling difficulties imposed on mariners. In this paper, the replay model for traffic flow simulation was made using marine traffic survey data, and the present traffic situation became replay in the computer. An attempt was made to rate the current safety of ports and waterways by applying the Environmental Stress model. And, as a countermeasure for traffic management, by taking of, the promotion of total traffic congestion in early morning rush hour, the correlation between traffic control rate and the reduction in ship handling difficulties imposed on mariners was predicted quantitatively.

• Journal of Fisheries and Marine Sciences Education
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• v.19 no.2
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• pp.278-287
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• 2007

Since traffic congestion ratio at any given port fluctuates on the number of arriving and departing vessels, the total tonnage of freight volume being handled, and the number of berth in operation and other factors, there exists a need to numerically analyze the waterway traffic volume. However, there are no effective regulations in regards to the waterway traffic analysis prior to expansion of a port facility. The current analysis requires the traffic analysis in relation only to the width of the waterway, which clearly falls short of achieving a comprehensive evaluation study that could be used in consideration of port expansion.This study provides five scenarios to execute a comprehensive evaluation study and base for the sensitivity study by analyzing the scenarios. As a result of the sensitivity analysis, the A, B, and C scenarios varies the average arrival ratio of the berth shows 1.1, 1.19, and 1.28 times of delays respectively. Also, The D and E scenarios take place malfunctions of pier shows 1.21 and 1.53 times of delays respectively. Therefore, various strategies of harbor development and method of harbor management are needed for the flexible correspondence to the environmental changes such as the excessive increasing of the freight volume and often taking place of malfunctioning.

• Journal of the Korean Society of Marine Environment & Safety
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• v.10 no.2 s.21
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• pp.29-34
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• 2004

The marine traffic congestion has increased due to the expansion of vessel traffic volume in Korean coastal waterway these days. Heavy traffic could bring serious marine casualties which cause the loss of human lives, properties and marine pollution in coastal area. In this paper, the probability analysis of marine casualties in Korean coast. To achieve this aim, clears up the cause of accident and examines closely the mutual relations among marine casualties, weather condition, and marine traffic volume. These casualties are classified into several patterns or the point of view of ship's size, ship's type and ship's age and its characteristics of each pattern are described In detail.

• Journal of the Korean Institute of Navigation
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• v.21 no.2
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• pp.19-40
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• 1997

When designing new marine traffic routes, it is desirable that the congestion due to traffic volume is evaluated by theoretical traffic capacity or by traffic simulation. Most of these techniques are applied to single server which is not considered channel width. Over-taking or paralle sailing of two or more vessels is allowalbe in Dover, Uraga, Gaduk-sudo, etc under their traffic capacity. In this paper, the Bumper Model is introduced to multiple severs in narrow channel and applied to Uraga Channel in Japan. The minimum width of Uraga Channel is 1, 400 m and its design traffic capacity is evaluated 19.26 ~ 19.52% of the basic traffic capacity. The traffic capacity on Gaduk Channel according to Busan New Port Development in 2011 will be estimated 3.59 % of maximum density and equal to 18.6% of that on Uraga Channel in 1992. The channel width Gaduk-sudo is designed 1, 600~2, 460 m and evaluated safe enough.

• Journal of Korea Ship Safrty Technology Authority
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• s.32
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• pp.72-83
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• 2012

중대한 해양사고를 예방하고 잠재적인 해양사고의 원인을 제거하기 위하여 해상교통안전진단 제도가 "해상교통안전법" 개정('09. 5. 27)을 통해 정식 제도화되었다. 법 시행 이후 수행된 연구 중 하나인 '해상안전진단제도의 기술기준 및 고도화 연구'에서는 관련 평가 중 하나인 해상 교통혼잡도 평가에 사용되는 환산교통량 및 표준선이 현재 선박의 대형화 및 고속화 추세를 반영하고 있지 못함을 제시, 개선의 필요성을 말하였다. 이에 먼저 관련한 일본의 이론과 국내 진단대행업자의 평가 이론 현황을 파악 분석한 바, 이론 및 진단대행업자 별로 분석요소들을 다르게 사용하고 있어 표준화의 필요성을 발견하였고 또한 2010년 선박 입출항 통계를 이용한 선박현황을 분석한바 이론에서 사용하는 표준선과는 상당이 차이가 있음이 나타났다. 이후 관련 개선을 위한 기술기준(안)을 제안하여 전문가들의 의견 수렴과 이를 분석한 결과, 비록 소수의 상반된 의견이 있었지만, 표준선 변경에 따른 환산교통량 변화가 해상교통혼잡도에 미치는 영향은 그리 크지 않음을 알 수 있었다. 마지막으로 평가관련 개선을 위한 최종 기술기준(안) 및 앞으로 발전방향을 제시하여 해상교통 혼잡도 평가 발전을 위한 연구기반을 마련하고자 하였다.

• Proceedings of KOSOMES biannual meeting
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• 2017.11a
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• pp.198-198
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• 2017

• Proceedings of KOSOMES biannual meeting
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• 2017.04a
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• pp.10-10
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• 2017

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.5
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• pp.535-542
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• 2014

This research concluded that the area is most sensitively affected by the maritime traffic congestion rather than other factors including the ship's speed and fairway width. We performed a literature review for the area used in Japan, Denmark, and Shanghai ports, and analyzed by comparing with the area in Jinhae, Korea through the observation survey of marine traffic. The result of sensitivity analysis concluded that the congestion is affected by amount of 10% by changing 1 knot of the ship's speed, 18% of 100m of the fairway width, and 34%~43% of 1L of ship's length. By applying the result into the current audit system using $8L{\times}3.2L$, $6L{\times}1.6L$, we found that there is big difference with $3.5L{\times}1.5L$ in Japan, $5.9L{\times}2.2L$ in Shanghai, $4L{\times}5B$ in Denmark, and $3L{\times}2L$ in Jinhae, Korea. For this reason, further studies should be carried out in near future to the area mostly affected by congestion.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.2
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• pp.164-170
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• 2013

With the introduction of increasingly large-sized ships, the conditions of main domestic port facilities remain the same as in the past. So, there is high probability that marine traffic congestion can occur at the certain ship's routes. The standard ship's length used to assess the marine traffic congestion of domestic trade port is 70 meters. It has been in use for the last 30 years, so, its usefulness is highly recommended for review. This study deeply analyzes the tendency of ship's dimensional changes according to recent enlargement of ship's size by utilizing the particulars of 60,000 ships saved in domestic Port-MIS database and suggests the standard ship's length by figuring out the correlation between length of ship and gross tonnage. In addition, the basis of statistical data on the ship's tonnage in domestic trade over the last five years suggests the standard ship's length by deriving the reference point of cumulative incidences that occupy more than over 50 %, except for small vessels. It is necessary to consider the characteristic of each domestic trade port before the actual application of suggested standard ship's length.

• Proceedings of KOSOMES biannual meeting
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• 2004.05b
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• pp.13-18
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• 2004

The marine traffic congestion has increased due to the expansion of vessel traffic volume in Korean coastal waterway these days. Heavy traffic could bring serious marine casualties which cause the loss of human lives, properties and marine pollution in coastal area. In this paper. the probability analysis of marine casualties in Korean coastal To achieve this aim, clears up the cause of accident and examines closely the mutual relations among marine casualties, weather condition, and marine traffic volume. These casualties are classified into several pattens or the point of view of ship‘s size, ship’s type and ship‘s age and its characteristics of each patten are described in detail.