• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2021.11a
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• pp.44-45
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• 2021

황산화물, 미세먼지 등 대기환경의 오염원은 선박이 많은 비중을 차지하고 있다. 오늘날 인간은 해양을 삶의 영역을 넓히고 있다. 하지만 해양에서 대기환경을 측정할 수 있는 방법은 제한이 되어있다. 해양에는 선박의 안전항해를 도모할 다양한 종류의 항로표지가 설치되어 있다. 따라서 항로표지를 이용하여 해양의 대기환경을 측정하여 해양과 밀접한 관련이 있는 국민에게 서비스하고자 한다.

• Atmosphere
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• v.23 no.3
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• pp.283-291
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• 2013

This study investigates the changes in the atmosphere-ocean interactions over the South China Sea (SCS) by analyzing their variables in the period of 1979~2011 during the boreal summer (June-July-August). It is found that a simultaneous correlation coefficient between sea surface temperature (SST) and precipitation over SCS during summer is significantly changed before and after the late-1990s. That is, the variation of precipitation over SCS is negatively (positively) correlated with the SST variations before (after) the late-1990s. Our further correlation analysis indicates that the atmospheric forcing of the SST is dominant before the late-1990s accompanying with wind-evaporation feedback and cloud-radiation feedback. After the late-1990s, in contrast, the SST forcing of the atmosphere through the latent heat flux from the ocean to the atmosphere is dominant. It is found that the change in the relationship of atmosphere-ocean interactions over SCS are associated with the changes in the relationship with Northeast Asian summer precipitation. In particular, a simultaneous correlation coefficient between the precipitation over SCS and Northeast Asia becomes stronger during after the late-1990s than before the late-1990s. We argue that the increase of the SST forcing of the atmosphere over SCS may lead a direct relationship of precipitation variations between SCS and Northeast Asia after the late-1990s.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.10a
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• pp.58-60
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• 2013

부산항 입항 및 출항 대기, 통과 선박의 중간 기항지로 이용되는 부산 남외항 대기 정박지는 N-1~N-5으로 구성되며 현재, 최대 90척이 동시에 정박 가능한 집단 정박지 지정방식으로 지정되어 있다. 부산 남외항 대기 정박지는 입 출항 선박 및 통과 선박, 급유선 등의 교통에 따른 충돌, 접촉 등의 해양 사고와 갑작스러운 돌풍 등 기상악화에 따른 충돌, 접촉 및 좌초 등의 해양 사고가 발생하고 있다. 부산 남외항 대기 정박지의 자연 환경, 이용현황, 기상, 입 출항 선박 및 통과 선박의 교통 흐름을 종합적으로 살펴보고 부산 남외항 대기 정박지에서 발생하는 해양사고를 분석하였다. 따라서 부산 남외항 대기 정박지의 운영상의 문제점을 찾고, 해상교통조사 설문조사 이론적 근거를 기초로 안전도 평가 시스템을 사용하여, 향후 개선방향을 제시하였다.

• Korean Journal of Remote Sensing
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• v.37 no.5_2
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• pp.1259-1268
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• 2021

The 2nd Geostationary Ocean Color Imager (GOCI-II) is the successor to the Geostationary Ocean Color Imager (GOCI), which employs one near-ultraviolet wavelength (380 nm) and eight visible wavelengths(412, 443, 490, 510, 555, 620, 660, 680 nm) and three near-infrared wavelengths(709, 745, 865 nm) to observe the marine environment in Northeast Asia, including the Korean Peninsula. However, the multispectral radiance image observed at satellite altitude includes both the water-leaving radiance and the atmospheric path radiance. Therefore, the atmospheric correction process to estimate the water-leaving radiance without the path radiance is essential for analyzing the ocean environment. This manuscript describes the GOCI-II standard atmospheric correction algorithm and its initial phase validation. The GOCI-II atmospheric correction method is theoretically based on the previous GOCI atmospheric correction, then partially improved for turbid water with the GOCI-II's two additional bands, i.e., 620 and 709 nm. The match-up showed an acceptable result, with the mean absolute percentage errors are fall within 5% in blue bands. It is supposed that part of the deviation over case-II waters arose from a lack of near-infrared vicarious calibration. We expect the GOCI-II atmospheric correction algorithm to be improved and updated regularly to the GOCI-II data processing system through continuous calibration and validation activities.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.18 no.4
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• pp.266-276
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• 2013

The ocean is the largest reservoir of carbon in the climate system. Atmospheric $CO_2$ is efficiently transferred to the deep ocean by a process called the biological carbon pump: photosynthetic fixation of $CO_2$ at the sea surface and remineralization of sinking organic carbon at depths are main causes for the vertical contrast of carbon in the ocean. The sequestered carbon to the deep ocean returns to the sea surface by ocean circulation. Part of the upwelled $CO_2$ leaks into the atmosphere through air-sea gas exchange. It has been suggested that the air-sea partitioning of carbon has varied in concert with the glacial-interglacial climate variations, due partly to changes in ocean circulation. In this review paper, we briefly summarize key concepts of the oceanic carbon pump. We also discuss the response of the air-sea carbon partitioning to change in ocean circulation in the context of the glacial-interglacial climate change.

• Proceedings of the Korean Society of Coastal and Ocean Engineers Conference
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• 2008.09a
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• pp.208-211
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• 2008

• Proceedings of the Korean Society of Coastal and Ocean Engineers Conference
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• 2008.09b
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• pp.208-211
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• 2008

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2021.11a
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• pp.13-13
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• 2021

최근 항만에서 기인한 대기오염물질에 대한 심각성이 고조되고 있다. 본 연구는 부산항 (북항, 감천항 및 다대포항)을 대상으로 6월 한달 간의 항내에서 발생하는 대기오염물질 배출량을 추정하였다. 신뢰성 있는 대기오염물질 배출량 추정을 위하여 AIS(Automatic Identification System) 데이터를 기반으로 한 계산 방신인 Bottom-up 추정 방식을 활용하였으며 연료소모총량과 연료소비의 결과로서 발생한 대기오염물질 총량을 함께 분석하였다. 또한, 추정 배기가스 량을 이용하여 부산항에서의 환경 비용을 계산하였다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2012.10a
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• pp.393-395
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• 2012

여수권역 해양교통시설에 해양기상 수집 시스템을 구축하여, AtoN AIS를 이용하여 주변을 항해중인 선박에 해양기상 정보를 직접 제공하고, AIS 기지국을 통해 해양기상 정보를 수집 처리하여 연안여객터미널, 해경 파출장소, 유관기관을 해양기상 정보를 제공함으로서 도서민이나 해양에 종사하는 사람, 레져 인구에게 제공하는 서비스로서 해양교통시설을 활용하여 좀 더 안전한 해양 업무를 수행하고 사고로 인한 인명 및 물적, 환경적인 피해를 줄일 수 있도록 한다. 여수권역 해양교통시설에 6개 국소와 별도의 기상관측 부이를 설치하여 대기기상(풍향/풍속, 기온/습도, 기압, 시정) 과 해양기상(유향/유속, 파향/파고, 수온)을 관측 할 수 있도록 구축하였으며, 기상관측 표준화법에 맞게 센서를 검정하고, 설치하여 관측 자료의 신뢰성을 확보하였다.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.1
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• pp.27-33
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• 2019

Several studies have been completed on the topic of container terminals in Northern Vietnam. Few of them, however, deal with competition in terms of costs related to vessel waiting time or cargo handling. This paper estimates the average waiting cost per TEU for all the container terminals in Northern Vietnam. After average waiting time was first estimated by applying queuing theory, uncertainty theory was applied to estimated vessel daily cost. A simulation was performed to create a series of data representing waiting cost per TEU in relation to the rate of volume handled/capacity of each terminal. Non-linear regression based on this series was used to present a function for the relationship between the average waiting cost of each terminal and the rate of volume handled /capacity.