• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.05a
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• pp.200-201
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• 2023

Digital twin technology is used in various fields as a method of creating a virtual world to minimize the cost of solving problems in the real world, and is also actively used in the maritime field, such as large-scale systems such as ships and offshore plants. In this paper, we tried to build a digital twin of coastal waters using a ship-handling simulator. The digital twin of the coastal waters developed in this way can be used to safely manage Korea's coastal waters, where maritime traffic is complicated, by providing a actual maritime traffic data. It can be usefully used to develop and advance technologies related to maritime autonomous surface ships and intelligent maritime traffic information services in coastal waters. In addition, it can be used as a 3D-based monitoring equipment for areas where physical monitoring is difficult but real-time maritime traffic monitoring is necessary, and can provide functions to safely manage maritime traffic situations such as aerial views of ports/control areas, bridge views/blind sector views of ships in operation.

• Journal of the Speleological Society of Korea
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• no.63
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• pp.1-8
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• 2004

The non-magnetic materials with non-conductive showing high structure dispersity were developed on the base of natural quartz and lava-scoria which was collected from Je-ju island in Korea, and treated by methane-chemical technology those were obtained novel properties of magnetization through the analyzing. Depending on the processing conditions and subsequent applications the materials produced by strong methane-chemical reaction (MCR) in alcohol solution showed concurrently magnetic, dielectric and electrical properties. The obtained magnetic-electrical powders classified by aggregate complex of their features as segnetomagnetics, containing a dielectric material as a carrying nucleus, particularly the quartz on that surface one or more layers of different compounds were synthesized having thickness up to 10～50 nm and showing magnetic, electrical and other properties. It was confirmed in magnetizing process that powders of quartz and lava-scoria produced by MCR were better oil adsorbent as of oleophilic and floating matter on water surface although their specific gravities are comparably more than 1 in quartz or less than unity, as that of water, in lava-scoira. Therefore, it will be Possible and very useful to remove low density and light gravity oil spillage in difficult recovery from sea and inland water contamination spread on water surface, by marine accident and ship sinking accident occurring frequently in recent years, by way of magnetic adsorbent conveyer system in continuous, if it could be built up the mass Production system of water-floating magnetizable oleophilic adsorbent materials with use of iow cost and good Qualify lava-scoria spread on volcano district in Je-ju island. And, there will also be urgent advent of necessity with strong possibility to develop useful applications of various magnetic functional materials include oleophilic adsorbent for removal of sea oil-contaminants and maritime pollutants, and other kinds of various utilities in industrial applications and practical uses of novel functional materials in the fields of environments and health care applications with in deep expectation.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.21 no.1
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• pp.11-23
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• 2016

An ecological study on subtidal macrobenthic fauna was conducted off the Namhaedo Island, south coast of Korea from July 2012 to April 2013. A total of 247 species of macrobenthos occurred with a mean density of $1,027ind./m^2$ and a mean biomass of $148.7g/m^2$. Polychaetes was the richest and most abundant faunal group that comprised 37% in both total species number and density whereas echinoderms were biomass-dominant faunal group that accounted for 44% of the mean biomass. There was a seasonal variation in the species richness and abundance of macrobenthos with more species in winter and higher density in spring. Mean faunal density was relatively high at the stations near Namhaedo Island, but gradually decreased toward offshore stations. The most dominant species in terms of density was an amphipod species, Eriopisella sechellensis which occurred as a top ranker during three seasons except spring recorded the fourth rank. E. sechellensis showed its high density at the near shore stations of Namhaedo Island, but this species did not occur around the entrance of Gwangyang and Saryang Bays where Theora fragilis and Lumbrineris longifolia showed high densities. In particular, Tharyx sp., recorded high density between Gwangyang Bay entrance and offshore after Sea Prince oil spill, did not occur in the same area during this study period. The bottom temperature and sorting value of the surface sediments were highly correlated to the spatial distribution of macrobenthic fauna from the Bio-Env analysis. From the cluster analysis, the study area has five station groups with more similar faunal affinities from inner area toward offshore area. Based on the SIMPER analysis T. fragilis, Magelona japonica, E. sechellensis, L. longifolia and Paraprionospio cordifolia were mainly contributed to the classification of station groups. From the BPI, benthic communities in the entrance of Gwangyang Bay and Saryang Bay were considered to be in a slightly polluted condition in contrast to the normal healthy community at the offshore of Namhaedo Island. These results suggested that the benthic community of this area should be regularly monitored to assess the health status of this benthic ecosystem.

• Journal of the Korean Society for Marine Environment & Energy
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• v.11 no.2
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• pp.70-77
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• 2008

In this study, to establish countermeasure from marine casualties as a basic study fur long-term prediction of topographical change around Jinudo in the Nakdong river estuary, spatio-temporal topographical change monitoring was carried out. Also, in order to estimate the deposition variations concerning SS (Suspended Solid) flux which moved at St.S1 during neap and spring tide, respectively. From the topographical monitoring, it was found that the annual mean ground level and deposition rate were 141 mm and 0.36 mm/day and all parts except the northern part of Jinudo had the active topographical changes and a tendency to annually deposit. From vertical distribution of SS net fluxes, $SS_{LH}$ (latitudinal SS net flux) during spring tide overall flows average 28 $kg/m^2/hr$ (eastward), and $SS_{LV}$ (longitudinal SS net flux) flows average 11.1 $kg/m^2/hr$ (northward). And, $SS_{LH}$ overall flows average 4.8 $kg/m^2/hr$ (eastward), and $SS_{LV}$ flows average 1.5 $kg/m^2/hr$ (northward) during neap tide similar with spring tide. The depth averaged values of the latitudinal and longitudinal SS net fluxes during spring tide were approximately 6 times higher than those during neap tide. As result of, it was considered that topographical change of southern part of Jinudo was affected by resuspension of bottom sediments due to strong current in bottom layer during flood flow.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.32 no.4
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• pp.363-371
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• 1996

The Steering and Sailing Rules of International Regulations for Preventing Collisions at Sea now in use direct the best aid - action to avoid collision by the stand - on vessel. But these rules do not refer to the safety relative distance between two vessels when she should take such action. In this paper, the author analyzed the ship's collision avoiding actions from the viewpoint of ship motions and worked out mathematical formulas to calculate the relative distances necessary for taking action to avoid collision. Figuring out the values of maneuvering indices through experiments of 11 actual ships of small, medium, large and mammoth size, the author applied these values to the calculating formulas and calculated the minimum relative distances. The main results are as follows: 1. It was confIrmed that the stand - on vessel should keep the greatest relative distance for taking best aid - action to avoid collision when the cross angle of course was $90^{\circ}$ and near it(70-$90^{\circ}$ ). 2. When the cross angle of course was $90^{\circ}$ , the minimum relative distance of small vessel(GT: 160-650tons) was found to be more than about 6.8 times of her own length, and those of medium(GT : 2,300-3,500tons), large(GT : 22,OOO-62,OOOtons) and mammoth(GT : 91,000-139,000tons) vessels were found to be more than about 9.0 times, about 5.4 times and about 6.8 times of their own lengths. 3. It was confIrmed that collision danger was greater when crossing angle was obtuse than in an acute angle, therefore greater relative distance was to be kept by the stand - on vessel for taking best aid - action to avoid collision in the case of the obtuse angle. 4. In every vessels, in the case of $90^{\circ}$ cross angle of course the safety minimum relative distance was found to be more than about 9.0 times of their own lengths.

• Journal of Navigation and Port Research
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• v.28 no.10 s.96
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• pp.899-908
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• 2004

The rise of income and introduction of 5 day a week working system give korean people opportunities to enjoy their leisure time. And many korean people have much interest in oceanic sports such as yachting and also oceanic leisure equipments. With the popularization and development of the equipments, the scope of oceanic activities has been expanding in Korea just as in the advanced oceanic countries. However, The current conditions for the sports in Korea are not advanced and even worse than underdeveloped countries. In order to develop the underdeveloped resources of Korean marina, we need to customize the marina models of advanced nations to serve the specific needs and circumstances of Korea As such we have carried out a comparative analysis of how Austrailia, Newzealand, Singapore, japan and Malaysia operate their marina, reaching the following conclusions. Firstly, in marina operations, in order to protect personal property rights and to preserve the environment, we must operate membership and non-membership, profit and non-profit schemes separately, yet without regulating the dress code entering or leaving the club house. Secondly, in order to accumulate greater value added, new sporting events should be hosted each year. There is also the need for an active use of volunteers, the generation of greater interest in yacht tourism, and the simplification of CIQ procedures for foreign yachts as well as the provision of language services. Thirdly, a permanent yacht school should be established, and classes should be taught by qualified instructors. Beginners, intermediary, and advanced learner classes should be managed separately with special emphasis on the dinghy yacht program for children. Fourthly, arrival and departure at the moorings must be regulated autonomically, and there must be systematic measures for the marina to be able, in part, to compensate for loss and damages to equipment, security and surveillance after usage fees have been paid for. Fifthly, marine safety personnel must be formed in accordance with Korea's current circumstances from civilian organizations in order to be used actively in benchmarking, rescue operations, and oceanic searches at times of disaster at sea.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.34 no.3
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• pp.241-258
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• 1998

The experimental demersal trawl surveys to provide the essential information for the assessment, management and utilization of commercially important fish stocks in the southern waters of Korea were carried out during five research cruises between October 1996 and October 1997 by the training ship “KAYA” of Pukyong National University. The biological sampling was conducted by using the trawl net with a cover net of 36 mm in mesh size at 64 planned trawl stations during daylight to identify the biological characteristics of fish. Each catch was standardized into catch per unit of time and the catches at each trawl station were sorted, weighed and counted by species. The changes in catches of each fish species and the shifts in dominant species by seasions and sampling regions in the research area were analyzed, and the abundance of fish was estimated from the relationship between the trawl catches and the volume of the water column sampled by demersal trawls. The results obtained can be summarized as follows : 1. During the 64 demersal trawls conducted in the southern waters of Korea, 129 species including 112 species of fishes, 8 species of Cephalopoda and 7 species of Crustacea, were identified Also, during the 1996 and 1997 trawl surveys in the reseach area, a large number of commercially important species with small differences in proportion was found. me proportion of Japanese horse mackerel which comprised 19.8% of the total catch by weight was highest, followed by chub mackerel(15.0%), swordtip squid(9.0%), redwing searobin(6.2%), konoshiro gizzard shad(6.1%), Japanese flying squid(5.8%), silver pomfet(5.1%), blackmouth goosefish(5.1%), etc. Swordtip squid, Japanese flying squid, blackmouth goosefish and blackthroat seaperch were among the dominant species in all seasons with a relatively high and stab1e proportion(3.6~9.0%), and were widely distributed in the entire southern water of Korea. 2. The catch rates by cover net varied at 0.7~91.9% by weight of the total trawl catch by codend and cover net at 64 planned trawl stations and the mean catch rate was 44.4%. Species comprising a major portion of the catches by cover net mainly were swordtip squid, konoshiro gizzard shad, the juveniles of Japanese horse mackerel, blackthroat seaperch and chub mackerel, etc. 3. The distribution density of fish in terms of biomass per unit volume which derived from the catch data by 63 bottom trawl hauls in the southern waters of Korea ranged from 17.9 $\times$ 10-6 to 1,440.9 $\times$ 10-6kg/m3 with the mean value of 153.8 $\times$ 10-6 kg/m3. These fish densities varied between seasons, location of sampling stations and sea conditions. From these results, it is worth noting that the catch composition of multispecies and the increased occurrence of small fish in the southern waters of Korea may also result in new problems in determining the total allowable catch(TAC) levels for economically important species.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.14 no.2
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• pp.97-112
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• 1978

The rule 15, 16 and 17 of International Regulations for Preventing collisions at Sea direct actions to avoid collision when two power-driven vessels are crossing. But these rules do not present the safety minimum approaching distances outside which a give- way vessel deeps out of the way of a stand-on vessel. In this paper, the author analyzed the ship's collision avoiding actions from a viewpoint of ship kinematics as the method to calculate this distance. The author worked out mathematic formulas for calculating the safety minimum approaching distances outside which the give-way vessel takes the actions to avoid collisions in accordance with the cross angles of the crossing vessels' courses. Figuring out actually the values of maneuvering indices of the M. S. Koan Ack San (GT: 224tons), the training ship of the National Fisheries University of Busan and the M. S. Golden Clover (GT: 101, 235tons) of the Eastern Shipping Co., Ltd. through their Z test, the author applied these values to the calculating formulas and calculated the safety minimum approaching distances. The results of calculations are as follows; 1. The greatest distance is to be kept by the give-way vessel to avoid collision when the cross angle of courses is 90$^{\circ}$ or near it. In such case the safety minimum approaching distance of a small vessel must be more than 5 times of her own length and that of a large vessel more than 11 times of her own length. 2. Collision danger is greater when crossing angle is obtuse than in an acute angle, therefore greater distance is to be kept by the give-way vessel to avoid collision in the case of the obtuse angle. 3. The actions to be taken to avoid collisions by the give-way vessel in Rule 16 and by the stand-on vessel in Rule 17(a)(ii) of International Regulations for Preventing Collisions at Sea, must be done outside the above safety minimum approaching distance. When inevitably such actions are to be taken within the safety minimum approaching distance, they should be accompanied with engine motions.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.6
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• pp.778-783
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• 2015

We studied about the strength characteristics of the FRP bonding method due to reduce accident on the oceans and protect life for my people. We test tension and bending strength of butt joint, lap joint, V-scarf joint, X-scarf joint. The result of test, it's pattern is similar both tension and bending strength. Tension strength and bending strength was excellent in order to X-scarf-butt joint-V-scarf-lap joint. The tension strength is the best properties X-scarf showed a 57% strength rate of the basic material, and bending strength showed a 77% strength rate of the basic material. Overall, the X-scarf 12t joint has most excellent properties of tension and bending strength. The lap joint has worst properties of tension and bending strength. We have to test having different over-lay of V-scarf and X-scarf joint each 12t, 16t, 20t. V-scarf of 20t over-lay has excellent character of tension and bending strength. But X-scarf of 12t over-lay has excellent character of tension and bending strength. The results are shown to the contrary. The ship is received a lot of stress. it's hard to compare a direction both actual and test. But we can acknowledge material basic characteristic of strength through tension and bending test. We give the four repair method; butt joint, lap joint, V-scarf joint, X-scarf joint and the reduced ratio in comparison with basic material; In addition give the separated data for V-scarf and X-scarf characteristic of 12t, 16t, 20t overlay length. For our study repair man can select good repair method in his work station.

• Journal of the Korean Geographical Society
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• v.28 no.4
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• pp.312-320
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• 1993

Along with the fade out of the Cold War the world is undergoing a fundamental restructuring. The process is generally refered to regionalization and globalization. In this context, the Paper presents a geopolitical perspective on the future of Northeast Asia. To meet the global trend, it is expected that the countries in the area organize an economically cooperative unity, the concept of which the author calls the northeast Asian Rim (NEAR). With its huge potentials to become the largest economic area in the world and with its rather complicated historical and social background, the Rim is tentatively supposed to have a loose and soft organization, to be flexible in dealing with the intra-and interregional relations. The idea underlying the view is that the former area of confrontation between the land power and the sea power is, under the new world environment, going to recover its proper locational attributes and develop into a merging area, a new core. As a physical framework of the Rim a spatial structurc is assumed to consist of two-subrims and two development axes with four development centers.