• Microbiology and Biotechnology Letters
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• v.42 no.4
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• pp.402-406
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• 2014

Six kinds of newly recorded yeasts such as Rhodosporidium diobovatum SY4-2, Cryptococcus bestiolae SY7-1, Kazachstania unispora SY14-1, Kazachstania servazzii SY14-3, Pichia holstii SY20-2 and Cryptococcus tephrensis SY26-1 were screened from sixty one yeasts derived from wild flowers found in Seonyudo, Gogunsanyeoldo, Jeollabuk-do, Korea. All of them grew in 50% glucose-containing yeast extract-peptone-dextrose (YPD) broth and Pichia holstii SY20-2 was also halophile, growing in 20% NaCl-containing YPD broth. All of them, except Cryptococcus tephrensis SY26-1, were assimilated to glucose. Cell-free extract from Kazachstania servazzii SY14-3 showed the highest 98.6% of ${\alpha}$-glucosidase inhibitory activity and maximal production of the ${\alpha}$-glucosidase inhibitor was obtained with 24h incubation at $30^{\circ}C$. The antihypertensive angiotensin I-converting enzyme inhibitory activity of the unrecorded yeasts were showed 58.6-80.4% in their supernatants.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.7
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• pp.841-850
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• 2019

The Korean government has designated speed-limit zones and speed limits in 19 ports and 3 routes to ensure safe navigation and transportation. However, the speed limit differs from port to port, no practical means of management exist. This often leads to violation of the speed limit. Additionally, ship collisions due to human error continue to occur. First, the study analyzed marine accidents that occurred at trade ports and fairways. The result of the analysis revealed the occurrence of 1344 accidents (average 269 cases per year) from 2014 to 2018. Five hundred sixty three accidents involved fishing boats, whereas, merchant vessels were involved in 508 cases. Second, the efficacy of the application of voice and message warnings to GPS plotters and electronic chart display and information system (ECDIS) was reviewed, and these were proposed as measures to inform vessel operators of the hazards of speed limit violation. Third, experts' opinions from relevant agencies and navigation system manufacturers were consulted and it was found that the proposed warning function was technically implementable. The findings are expected to help reduce human error among ship operators and establish a Korean e-navigation system.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.36 no.2
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• pp.50-60
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• 2024

To promote the application of reliability-based design within the Korean coastal engineering community, the author conducted reliability analyses and optimized the design of a vertical-type breakwater, considering multiple limit states in the seas off of Pusan and Gunsan - two representative ports in Korea. In this process, rather than relying on design waves of a specific return period, the author intentionally avoided such constraints. Instead, the author characterized the uncertainties associated with wave force, lift force, and overturning moment - key factors significantly influencing the integrity of a vertical-type breakwater. This characterization was achieved by employing a probabilistic model derived from the frequency analysis results of long-term in-situ wave data. The limit state of the vertical-type breakwater encompassed sliding, overturning, and collapse failure, with the close interrelation between wave force, lift force, and moment described using the Nataf joint probability distribution. Simulation results indicate, as expected, that considering only sliding failure underestimates the failure probability. Furthermore, it was shown that the failure probability of vertical-type breakwaters cannot be consistently secured using design waves with a specific return period. In contrast, breakwaters optimally designed to meet the reliability index requirement of 𝛽-3.5 to 4 consistently achieve a consistent failure probability across all sea areas.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.5
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• pp.572-580
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• 2019

In view of the numerous discussions on global environmental issues, policies have been implemented to limit emissions in the field of marine transport, which accounts for a major part of international trade. In this study, a ship's emissions were calculated by applying the engine load factor to determine the total quantity of emissions based on the ship's speed reduction. For ships entering and leaving the Busan North Port from 1 January to 31 December 2017, emissions were calculated and analyzed based on the ship's type and its speed in the reduced speed zone (RSZ), which was set to 20 nautical miles. The comparison of the total amount of emissions under all situations, such as cruising, maneuvering, and hotelling modes revealed that the vessels that generated the most emissions were container ships at 76.1 %, general cargo ships at 7.2 %, and passenger ships at 6.8 %. In the cruising and maneuvering modes, general cargo ships discharged a lesser amount of emission in comparison with passenger ships; however, in the hotelling mode, the general cargo ships discharged a larger amount of emission than passenger ships. The total emissions of nitrogen oxides (NOx), sulphur oxides (SOx), particulate matter (PM), and volatile organic compounds (VOC), were 49.4 %, 45 %, 4 %, and 1.6 %, respectively. Furthermore, the amounts of emission were compared when ships navigated at their average service speed, 12, 10, and 8 knots in the RSZ, respectively. At 12 knots, the reduction in emissions was more than that of the ships navigating at their average service speed by 39 % in NOx, 40 % in VOC, 42 % in PM, and 38 % in Sox. At 10 knots, the emission reductions were 52 %, 54 %, 56 %, and 50 % in NOx, VOC, PM, and Sox, respectively. At 8 knots, the emission reductions were 62 %, 64 %, 67 %, and 59 % in NOx, VOC, PM, and Sox, respectively. As a result, the emissions were ef ectively reduced when there was a reduction in the ship's speed. Therefore, it is necessary to consider limiting the speed of ships entering and leaving the port to decrease the total quantity of emissions.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.23 no.3
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• pp.225-237
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• 1990

Various chemical constituents were measured from April to August 1988 at the down-ward 20 stations of Keum River, which is located in the Midwest of Korea, to understand the characteristics of water quality with respect to spatio-temporal variations of each constituent. The 24-hrs continuous measurements with 2-hrs interval were made simultaneously at station 2 near the estuary weir and station 9(Ganggyeong) of 35 km upstream from the weir in April. By the results observed for one day in April at station 2, salinity has a range of $7.88\~22.14\%_{\circ}$ and its temporal variability is identical to the pattern of tidal cycle in the neigh-bouring Kunsan Harbor. However, turbidity shows relatively high values only at an interval of 4~5 hours after the lowest salinity time, though hourly fluctuation of pH is very small. Silicate and dissolved inorganic nitrogen have inversively linear correlationships with salinity, implying the concentration of the two nutrients strongly regulated by estuarine mixing of sea and river waters. In contrast, phosphate sustains roughly a constant level over a wide salinity range and distinctly lower values than those corresponding to nitrate in the oceans. Such distributions of phosphate have been observed in some estuaries, and interpreted as driven by removal of dissolved phosphate into bottom sediments and the bufforing of phosphate by particulate matter. COD values at station 2 are relatively high in day-time(particularly afternoon) and in high-salinity periods. At station 9, saltwater intrusion was never found but water level changed to the extent of 2.5 m for one day. Although each parameter at this station exhibits very slight variations in their abundance for 24 hours compared with station 2, the contents of COD, silicate and ammonia are significantly higher than at station 2. Concentration of suspended matter is relatively high in the brackish water region up to $\~20$ km above the river mouth, probably due to strong tidal stirring of the bottom de-posits. Also, relatively high pH, COD and $O_2$ saturation at the upward stations of $40\~50$ km from the weir are presumably attributable to active photosynthesis of plants in the region. In general, COD and nutrients except phosphate are higher values at the upper stations than in the estuary zone, and show the highest abundances in July nearly at all stations. Finally, in the estuarine region tidal mixing of sea-river waters seems to be an important factor controlling the distributions of turbidity, COD, silicate and nitrate as well as salinity. However, water quality in the upward fresh-water zone is remarkably variable according to months or seasons.

• Korean Journal of Environment and Ecology
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• v.22 no.6
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• pp.679-690
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• 2008

The objectives of this study are to investigate and analyze the vegetation structure and population dynamics of Berchemia racemosa habitats in the Weolmyung park in Gunsan city, and base on that to seek the ecological habitat conservation plan for the Berchemia racemosa. In results, the Berchemia racemosa habitats are located at $81{\sim}93$ meters above the sea level, in steep seaside slope of a mountain. The soil texture are silt loam mainly and soil pH were $4.1{\sim}5$. The vascular plants in the Berchemia racemosa habitats has been analyzed as 61 taxa; 33 families, 51 genera, 54 species, 6 varieties, and 1 forms. Berchemia racemosa as a Specific plant species by floral region was the class V. Berchemia racemosa habitats were classified into 7 vegetation communities of Quercus serrata community(A1), Alnus firm a community(A2), Platycarya strobilacea community(A3), Robinia pseudoacacia community(A4) and 3 Pinus densiflora communities(B1, B2, B3). The importance value of Berchemia racemosa were 30%(A1), 15%(A2), 27%(A3), 65%(A4), 18%(B1), 45%(B2) and 35%(B3) on shrubs layer and 12, 27, 20, 18, 11, 18, 21 % on herb layer. The constant companion species with Berchemia racemosa were Stephanandra incisa and Ligustrum obtusifolium. Total 103 populations appear in the 7 Berchemia racemosa habitats. Their spatial distribution pattern were clumped for the most part. The average height was 133cm, the root color diameter was 4.4cm and the ramification branch number was 9.4. From the results of this study, it is suggested the continued monitoring and the active protection measures for the Berchemia racemosa habitats.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.2
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• pp.188-196
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• 2023

Among marine accidents caused by bad weather, visibility restrictions caused by sea fog occurrence cause accidents such as ship strand and ship bottom damage, and at the same time involve casualties caused by accidents, which continue to occur every year. In addition, low visibility at sea is emerging as a social problem such as causing considerable inconvenience to islanders in using transportation as passenger ships are collectively delayed and controlled even if there are local differences between regions. Moreover, such measures are becoming more problematic as they cannot objectively quantify them due to regional deviations or different criteria for judging observations from person to person. Currently, the VTS of each port controls the operation of the ship if the visibility distance is less than 1km, and in this case, there is a limit to the evaluation of objective data collection to the extent that the visibility of sea fog depends on the visibility meter or visual observation. The government is building a marine weather signal sign and sea fog observation networks for sea fog detection and prediction as part of solving these obstacles to marine traffic safety, but the system for observing locally occurring sea fog is in a very insufficient practical situation. Accordingly, this paper examines domestic and foreign policy trends to solve social problems caused by low visibility at sea and provides basic data on the need for government support to ensure maritime traffic safety due to sea fog by factually investigating and analyzing social problems. Also, this aims to establish a more stable maritime traffic operation system by blocking marine safety risks that may ultimately arise from sea fog in advance.