선박 조종자는 방파제를 통항할 경우 조선 부담감을 느낀다 방파제를 배치할 때 아직까지 선박 조종자의 조선 부담감을 고려한 적은 없다. 이 연구는 해상교통류 시뮬레이션을 이용하여 조선 부담감이 발생하는 상황을 재현하여 선박 조종자의 조선 부담감을 정량적으로 표현한 모텔인 환경스트레스모델을 그 재현된 상황에 적용하였다. 주요한 결과는 다음과 같다. (1) 방파제 배치 변화에 의한 조선 부담감의 차이는 그다지 크지 않다 (2) 방파제 사이의 항로 폭이 동일하면 선박의 속력에 따라 조선 부담감의 크기가 다르다. (3) 방파제 사이의 항로 폭이 넓어지면 조선 부담감은 감소한다.

건설중인 부산신항이 2011년에 개장하게 되면 해상교통량의 증가 및 12,000TEU급 포대형 컨테이너선의 입ㆍ출항이 예상되고 있다. 따라서 해상통량의 증가 및 초대형 선박의 안전한 입ㆍ출항이 고려된 새로운 항로의 배치가 이루어져야 할 것으로 판단된다. 이 연구에서는 부산신항의 새로운 항로배치의 제안을 위해 해상상황, 해상교통 및 선행연구를 조사하였고 전문가 의견법 및 델파이법을 이용하여 항로배치안을 선정하였으며 그 적정성 여부의 검증을 위해 국내외 항로지침과의 비교ㆍ분석 및 시뮬레이션 검토를 실시하였다.

최근 해상교통 안전성 평가의 주요 기법으로 부각되고 있는 “환경 스트레스 모델”을 구성하는 두 요소 중, 본선 주변의 지형적인 제약에 기인하는 조선 환경 스트레스 모델의 개념과 특성에 대해 살펴보고, 이러한 기법을 항만이나 항로의 설계시 그 안전성 평가에 어떻게 활용할 수 있는가에 대하여 고찰해 보았다. 본 모델을, 가상적인 몇 가지 경우에 적용함으로써 그 개념과 특성을 보다 명확하게 고찰하고자 하였으며, 또한 부산항, 광양항 등 우리나라 주요 항만의 실제 접근 항로에 적용하여 보았다. 본 기법은, 항만이나 항로의 설계 및 그 안전성 평가에 큰 도움이 될 수 있을 것으로 판단된다.

80,000 G/T급 크루즈선이 입항할 수 있는 터미널을 계획하고 있는 제주신항에 대하여 자연 ·환경 조건 및 방파제 등의 구조물 등을 고려하여 선박조종시뮬레이션을 실시하여 입 ·출항 및 접 이안의 안전성을 평가하고자 한다. 안전성 평가는 항로경계의 침범여부, 구조물과의 최근접거리, 선박조종자의 주관적 평가를 통계적으로 해석하는 방법을 이용하였다.

이 연구는 자연조건, 지형조건, 시설조건 및 다른 선박과의 상대적 위치 관계 등의 특정한 운항환경에서 조선자가 갖는 심리적 부담을 계량화하고, 이를 통해 해상교통의 안전성을 평가하는 환경스트레스 모델을 적용하여 부산항 접근수역의 현행 통항분리방식과 선행 연구에서 제안한 원형분리대방식에 의한 해상교통의 안전성을 상호 비교하여 그 타당성을 검증하고자 한다.

In Pusan Harbour, new port development projects are implemented such as the Extended Terminal adjacent to the Gamman Terminal, Pusan New Port, the Navy ○○ piers, etc. which will require new marine traffic environments in the Passage I of Pusan Harbour. Specially, the turning basin of the Extended Terminal adjacent to the Gamman Terminal has been designed to overlay the Passage I of Pusan Harbour, which will interrupt the inbound traffic flow and the results will be worried to decrease the efficiency of port operation. Therefore, this paper will be aimed to evaluate the traffic congestion in the Pusan Passage I due to the opening of new ports within Pusan Harbour in 2006 and 2011 by using computer simulation based the queueing theory.

In Pusan port, the studies which analyze container cargo volumes by using forecasting methods and research about container logistics system, etc., have been continuously carried out. But, in Pusan port, the study on an evaluation of traffic congestion has been scarcely performed until now. Especially, when changing and extending a berth, or constructing a new port, it is very important to examine this field. And it should be considered. Thus, this paper aims to analyze the effect of ship traffic condition in the year 2011, to evaluate marine traffic congestion according to changing ship traffic volumes in Pusan port. To analyze it, we examined the results by simulation method.

In Pusan port, the studies which analyze container cargo volumes by using forecasting methods and research about container logistics system, etc., have been continuously carried out. But, in Pusan port, the study on an evaluation of traffic congestion gas been scarcely performed until now. Especially, when changing and extending a berth, or constructing a new port, it is very important to examine this field. And it should be considered. Thus, this paper aims to analyze the effect of ship traffic condition in the year 201, to evaluate marine traffic congestion, according to changing ship traffic volumes in Pusan port. To analyze it, we examined the results by simulation method.

There is a vessel which shall not impede the passage of any other vessel in the COLREGS 1972. But the issue was raised that the words of "not to impede" were vague. Therefore, IMO adopted new paragraph (f) to be added to Rule 8 that a vessel which is required not to impede the passage of another vessel is not relieved of this obligation if approaching the vessel so as to involve risk of collision. It means that the ship which is obliged not to impede should contributes to avoid collision and to the safe passage of the other vessel. Also it results that the application of Collision Rules should be changed. But until now, it seems that the mariners are not familiar with this subject. This paper, therefore, aims to define the meaning of "not to impede" and clarify it's legal concept so as to adequate application of the Collision Rules for the collision avoidance at sea.on avoidance at sea.

As the marine traffic thickens all over the world, the rate of marine casualities is on the increase, Also in Korea the number of the killed and the injured resulting from marine casualities such as ship's collision, increase continuously and the rate of marine casualities in 1992 came to the highest level in the world. The reason of rapid increasing the rte of marine casualities is the mistake of ship's steering in most case. By the way, because the administration of marine traffic is regarded as the belongs of land traffic, the scope of application in laws related to the safety of marine traffic is duplicated or unreasonable. In the view, in case of ship's collision, it is important to know the scope of application in Korean marine traffic laws and to point out the problems companies with them. Therefore, I suggest the improvement of marine traffic laws related to the safety of traffic administration.

According to careful study on the COLREGS, 1972, we can easily find out a main point that is to eliminate risk of collision at sea through exercising due regard to all danger of navigation and collision and to any special circumstances including the limitation of the vessels involved, or precaution which may be required by the ordinary practice of seamen. This paper, therefore, aims to clarify legal concept concerning the risk of collision so as to easier assimilate and understand by all mariner before being presented with a situation of danger in realty. After such a forethought and understanding the mariner will be in a position timely to implement the due regard or precaution to avoid collision by himself. For the purpose of good guidance, comprehensive legal practices of collision avoidance are adequately summarized by foreign and domestic cases.

As increasing needs of marine transportation , world merchant fleet and ship's size were enlarged and it caused frequent disasters in human lives and natural environment. By the reason of the above, they started to establish the Vessel Traffic System (VTS) at the European coast in 1960' and most of advanced contries established and managed it to prevent the sea traffic accidents in these days. The concept of traffic control at sea can be divided into three types. First, the initial gathering of informations about ship's identity and movement etc.. Second, monitoring of the traffic flow and amendment of instructions. Third , organization and direction of ships by allocating routes and speeds. Where the goal of traffic control is safety of traffics and developing effectiveness of navigation channel, if traffic volume is less tan channel capacity then the above first or second level of control would be sufficient but if it is bigger than that , more positive policy of control should be adopted as same as third type of the above. In this paper where the strategy of VTS is focused on the control of traffic density to be spread equality, as possible , all over the navigation channels and also improvement of effectiveness , it suggests algorithm to assign the vessels to the channels with balanced traffic density , and other algorithms using D.P. to sequence the vessels assigned to one channel in optimum order which decreases the mean waiting time in sense of channel effectiveness with numerical examples.

As per the rapid development of world economics the marine traffic volume was increased accordingly and caused frequent disasters in human lives and natural environment in the consequence of accidents. As the result of the above they started to establish Vessel Traffic System(VTS) and separation scheme in waterway from 1960' to prevent the marin traffic accident but the problem of safety at sea appears now as neither fully defined nor sufficiently analysed. At the present, the dominant factor in establishing the strategy of marine traffic has been safety of navigation concerning only with the ship, but the risk of society derives almost wholly from the nature of cargo. To measure the degree of danger for each ship there is suggested concept of safety factor numbers denoting the level of latent danger in connection with ship and her cargo. In this paper, where the strategy of VTS is put on controlling density of safety factor for control area. it suggested algorithms how to assign the vessels and also to get optimal sequence of vessels located to a sector in the sense of minimizing the passage delay. For the formulation of problem, min max and 0-1 programming methods are applied and developed heuristic algorithm is presented with numerical example to improve the efficiency of calculation.

The increase in seaborne cargoes has made our coastal traffic congested, and future coastal traffic is also expected to increase considerably as result of our economic development and high dependence on foreign trade. This increased traffic may be a cause of serious sea pollution as well as greater number of sea accidents. In view of this problem the introduction of VTMS along on our coast is required, following careful study of a large number of foreign systems. This paper analyzes the actual condition of 132 VTMSs in the world from the view point of management method authority of VTMS, coverage and characteristics of system. And this results provide helpful information for the development of VTMS in the future and for the implementation of VTMS in our coastal waterway.

The amount of cargoes and fishery production have increased continuously during the last decade due to the great growth of the Korean economy. These increasements have made our coastal traffic congested, and the future coastal traffic is also expected to increase considerably. The increased traffic can be a cause of large sea pollution as well a s greater sea casualties us as properties and human lives, which could result in a big national loss. In order to prevent the sea casualties and promote the safety of coastal traffic, the Vessel Traffic Management System (VTMS) along the Korean coastal waterway is inevitably introduced. But, the precise evaluation is necessary required prior to the implementation of VTMS because this system necessitates a huge amount of budgets. This paper aims to propose the model of evaluation process, but the evaluation as to the urgency of establishment is not only very complicated and fuzzy but also affected by the subjectivity of human. Therefore, fuzzy integral is adopted as the mathematical model of evaluation in which decision-maker can intervence by making decision considering the calculated membership-function. Four aspects, namely, the frequency of sea-casualities, the traffic volume, the frequency fuzzy day, and the complexity of waterway are selected as the item of evaluation, and the fuzzy measure are applied to the evaluation of 8 candidated regions such as the adjacent area to the port Inchen, Kunsan, Mokpo, Wando, Yosu, Pusan, Pohang, Donghae. As a result of evaluation, the priority as to the candidated regions is obtained, and the following prior execution regions, namely, the adjacent area to the port Pusan, Yosu, Mokpo & Wando are selected by considering the present situation, but, in the long run, the VTMS should be executed in the whole coast of the nation, through the cost-effectiveness analysis.

From the point of view of safety of life and property at sea and the protection of the marine environment, the Vessel Traffic Management System along the Korea coastal waterway is inevitably introduced. But the establishing priority per area must be evaluated under the restricted budget. In this case, the estimated traffic flow has a major effect on priority evaluation. In the former paper <I>, an algorithm was proposed for estimating the trip distribution between each pair of zones such as harbours and straits. This paper aims to formulate a simulation model for estimating the dynamic traffic flow per area in the Korea coastal waterway. The model consists of the algorithm constrined by the statistical movement of ships and the observed data, the regression analysis and the traffic network evaluations. The processed results of traffic flow except fishing vessel are summarized as follows ; 1) In 2000, the traffic congestions per area are estimated, in proportion of ship's number (tonnage), as Busan area 22.3%(44.5%), Yeosu area 19.8%(11.2%), Wando-Jeju area18.1%(6.8%), Mokpo area 14.9%(9.9%), Gunsan area 9.1%(9.3%), Inchon area 8.1%(7.7%), Pohang area 5.5%(8.5%), and Donghae area 2.2%(2.1%). 2) For example in Busan area, the increment of traffic volume per annum is estimated 4, 102 ships (23 million tons) and the traffic flow in 2000 is evaluated 158, 793 ships (687 million tons). 3) consequently, the increment of traffic volume in Busan area is found the largest and followed by Yeosu, Wando-Jeju area. Also, the traffic flow per area in 2000 has the same order.

Generally, the development of shipping is characterized by the amount of traffic flow (traffic volume) and seaborne cargo in the sea. Movement of ships is an essential element of constructing the traffic flow which is represented the dynamic movement of ships in the sea, but on the other band the numbers of arriving and departing the port is the basic factor consisting of the static movement of ships. The amount of cargoes by coastal vessels and ocean trade vessels have increased tremendously with the great growth of the Korean economy these days. This increase of the seaborne cargoes has made the Korean coastal traffic flow so congested that this can be a cause of large pollution as well as great marine casualities such as a loss of human lives and properties . And also the future coastal traffic is expected to increase considerably according to our economic development and high dependence upon foreign trade. Under the circumstance, to devise the safety of coastal traffic flow and to take a proper step of a efficient navigation, there is a necessity for analyzing and surveying the coastal traffic trend and the characteristics of cargo movement. In order to grasp the dynamic movement of ships in the Korean coast, O/D analysis is executed. This paper aims to secure the basic data necessary for a comprehensive plan and estimation of vessel traffic management system for the enhancement of safety, order and efficiency of vessel traffic in the Korean coast. The analyzed results of the traffic flow and seaborne cargoes of the Korean coast are summarized as follows : 1) The congestion by the vessels occurred around the ports such as-in proportion of ship's number (proportion of tonnage) -Incheon 18.5%(14.8%), Pohang 5.9% (9.9%), Samil 5.2%(8.3%), Mokpo 8.6%(0.8%), Pusan 13.5%(36.4%), Ulsan 9.1%(16.2%). 2) It is found that the area adjacent to Incheon, Pusan, Ulsan, Channel of Hanryu and South-western area are heavily congested. 3) It is confirmed thatthe area adjacent to Incheon, Pusan, Ulsan, Channel of Hanryu and South-western area are heavily congested. 3) It is confirmed that the coastal vessels are main elements constituting the coastal traffic and that there are much traffic flow among five ports as following through the precise O/D analysis of ship's coastal movement. Incheon-Samil, Ulsan, Pusan, Jeju Pusan -Samil, Ulsan, Incheon, Jeju Pohang -Samil, Inchoen, Jeju Pohang -Samil, Incheon, Jeju Ulsan -Samil, Incheon, Jeju Samil -Ulsan, Pusan, Incheon 4) The amount of cargoes to abroad are in proportion about 81% of total and the amount of coastal cargoes are about 19%. Of those, cargoes in and out to Japan are about 26% and to South-east Asia are about 27%. 5) The chief items of foreign cargoes are oil(38.33%), iron ore(13.98%), bituminoous coal(12.74%), grain(8.02%), lumber(6.45%) in the import cargoes and steel material(21.96%), cement(17.16%), oil(6.81%), fertilizer(3.80%) in the export cargoes. 6) The 80.5% of total export cargoes and 92.4% of total import cargoes are flowed in five main ports. 7) The chief items of coastal cargoes are oil (42.45%), cement(16.86%), steel material (6.49%), anthracite(6.31%), mineral product(4.3%), grain, and fertilizer. Almost 92.24% of total import and export oil cargoes in Korea is loaded and unloaded at the port of Samil & Ulsan.