• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.2
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• pp.165-171
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• 2014

This study aims to examine whether Marine sand mining business is Maritime Traffic Safety Audit and priority between Maritime Traffic Safety Audit and Sea Area Utilization Impact Assessment because development and action to use in the ocean is ambiguous, it is overlapped with system of environmental aspect, and priority is not designated. Therefore, the way to improve to settle the overlapping problem etc. between Maritime traffic Safety Audit and Sea Area Utilization Impact Assessment was suggested and legal ground for sand mining is suggested. Because management department for Maritime Safety Act and Marine Environment Management Act is Ministry of Oceans and Fisheries, the solution for this is both embodying co-experts on each committee for determinant of system with maintaining contact and radical revise of law. If revised, the possibility of accident in ocean is decreased, and it can be a way to protect marine environment.

• Journal of Fisheries and Marine Sciences Education
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• v.28 no.4
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• pp.913-924
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• 2016

Re-consultation on Marine Environment Impact Assessment (MEIA) says that business operators are then licensed back from the disposition authorities undergoing a consultation process to change business plans. Marine Environment Management Act has provisions(Article 94) with respect to a case where the scale of business, the period of business, reflects the basic plan, including a plan to change a variety of reasons. But increasingly diverse types of businesses and projects which are the subject of MEIA, As it appears that the vulnerability issues and the problem of the re-consultation. In this study conducted an analysis of the literature review and comment on the re-consultation report four years. In addition, it presents a check to the problem through concrete examples related to the re-consultation and proposes improvement measures.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.2
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• pp.111-118
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• 2013

This paper suggested the improvement of marine environmental impact assessment in eastern coast as analyzing consultation on the coastal area utilization for development of ports and fishing harbors for 3years in the east coast. The results of survey are only 3cases, 12cases and 16cases each for ocean currents, wave and sounding data. However, for development of ports and fishing harbors in eastern coast, ocean characteristics in eastern coast different than in the West Sea, South Sea is considered to marine environmental impact assessment. For development of ports and fishing harbors in east coast where the influences of ocean currents, wind-driven current and waves are dominant, the effect of the current should be considered to improve the reproducibility of tidal current. The wave should also be considered as an assessment criteria to obtain the validity of project such as harbor tranquility, functionality of breakwaters and stability. In addition, sediment inflow in river and exact water depth data of the ocean should be applied to numerical modeling and set wave-induced current to external force of sediment transport to predict the problems such as the harbor siltation and the coastal erosion considering ocean characteristics in the east coast.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.16 no.3
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• pp.147-154
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• 2011

Decision making in Environmental Impact Assessment (EIA) and Consultation on the Coastal Area Utilization (CCAU) is footing on the survey reports, thus requires concrete and accurate information on the natural habitats. In spite of the importance of reporting the ecological quality and status of habitats, the accumulated knowledge and recent techniques in ecology such as the use of investigated cases and indicators/indices have not been utilized in evaluation processes. Even the EIA report does not contain sufficient information required in a decision making process for conservation and development. In addition, for CCAU, sampling efforts were so limited that only two or a few stations were set in most study cases. This hampers transferring key ecological information to both specialist review and decision making processes. Hence, setting the effective number of sampling stations can be said as a prior step for better assessment. We introduced a few statistical techniques to determine the number of sampling stations in macrobenthos surveys. However, the application of the techniques requires a preliminary study that cannot be performed under the current assessment frame. An analysis of the spatial configuration of sampling stations from 19 previous studies was carried out as an alternative approach, based on the assumption that those configurations reported in scientific journal contribute to successful understanding of the ecological phenomena. The distance between stations and number of sampling stations in a $4{\times}4$ km unit area were calculated, and the medians of each parameter were 2.3 km, and 3, respectively. For each study, approximated survey area (ASA, $km^2$) was obtained by using the number of sampling stations in a unit area (NSSU) and total number of sampling stations (TNSS). To predict either appropriate ASA or NSSU/TNSS, we found and suggested statistically significant functional relationship among ASA, survey purpose and NSSU. This empirical approach will contribute to increasing sampling effort in a field survey and communicating with reasonable data and information in EIA and CCAU.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.4
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• pp.361-371
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• 2015

This study analyzed the 91 cases of the statements for the Sea Area Utilization Consultation according to the developmental projects of ports and fishery harbors for 2012 2014 and the status of the record of document, and suggested the improvement way to go. The marine environmental timpact assessment items both marine chemistry such as water quality, sediment and marine biology such as benthic animal, plankton, and fisheries show highly rate of site survey. But, the utilization of those data through site survey is too low, and it is necessary to adopt the QA/QC for the reliability of survey data. The items of marine physics such as tide, tidal current analyzed based on references not a site survey. However, the simulation performed actively without calibration and verification compared to the result of site survey. When the projects of port and fishery harbor perform, it is necessary to monitor the physical parameter such as wave, tide and tidal current especially. Based on the scale and the type of project, we need introduce the system of scoping for prediagnosis the key assessment items and checklists.

• Journal of Korea Ship Safrty Technology Authority
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• s.37
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• pp.45-58
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• 2014

해상교통안전진단제도가 도입된 후 운영과정에서 드러난 문제점을 해결하고 효율적 운영을 위해 해사안전법이 전부개정('11. 6. 15) 되었고, 해상교통안전진단시행지침이 전부개정('12. 3. 21) 되면서 공단은 전문기관으로 지정을 받았다. 이에 제도의 발전 및 운영을 위한 주체로써 선제적으로 안전성과 경제성이 고려된 원활한 사업 수행을 위한 진단제도에 대한 이용자들의 이해 도모 및 진단제도의 체계적인 개선을 위한 전문기관의 역할 증대를 위한 대응방안 연구의 필요성이 대두되었다. 본 연구에서는 국내 유사제도 분석, 현 제도의 한계점 및 문제점 파악을 통해 전문기관의 역할 및 업무에 대한 해사안전법 개정(안)과 해양분야의 유사제도와의 연계방안을 검토하였다.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.6
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• pp.637-644
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• 2015

In order to estimate harbor tranquility, it is needed to simulate wave propagation in a harbor by using both methods under abnormal wave condition and normal wave condition. The problem is the latter case was not simulated in the statement for the Sea Area Utilization Conference. As harbor calmness about normal wave condition has the same meaning as harbor serviceability, in order to assess harbor tranquility, it is needed to survey wave data for long periods but the survey was not done by reason of a lack of budget and shortage of time for plan. It is more important to make a plan for minimizing environmental impact and to assess an improvement of fisherman's living environmental as the assessment of the harbor serviceability is related with the propriety of the plan. In order to assess it, it is needed to understand it clearly, survey for long period of wave data, and clarify the procedure for computation of it. And also providing wave data like tide and tidal current data from KHOA (Korea Hydro graphic and Oceanographic Agency) and making a guideline for assessing it are needed.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.2
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• pp.157-164
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• 2014

This paper suggested the improvement of marine environmental impact assessment of different types of project by analyzing the consultation on the coastal area utilization(133cases) of the coastal development project for 4years(2010-2013). According to the analysis results, the erosion protection project needs to precede the accurate analysis of erosion reasons, predict exactly possible problems and establish the systematic system to verify the effect of erosion protection by monitoring after projects. The construction projects of revetments and coastal roads have to require to sublate, examine the reliability in structures, give consideration to the problems of coastal erosion by increase of reflected waves. In addition, flooding protection projects have got to require to select the waves for evaluation items in conjunction with the effects of abnormal waves. furthermore, waterfront construction projects need to establish comprehensive and methodical space plans and reinforce the review to conserve the natural environment and conduct nature-friendly development. There are many problems inherently related to coastal development Project. To these problems, however, it is required to support the project on the side of the legislation and conduct additional studies reflecting the characteristics by sea areas and projects.

• Korean Journal of Ichthyology
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• v.26 no.4
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• pp.295-302
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• 2014

Mottled skates, Beringraja pulchra, mainly found in the Yellow Sea were caught by otter trawl at 30 stations from 2002 to 2013 to identify the distribution patterns and ecology of the fish in the eastern Yellow Sea. A total of 442 individuals of mottled skate were caught at the 112 hauls of the total 892 hauls. The fish was widely distributed in the entire survey area in spring and autumn, and mainly caught in the northern offshore in summer and in the southern part in winter. The under-yearlings of the mottled skate were mainly caught in the offshore in spring and autumn. The mottled skates were found at the temperature ranges of $3.8{\sim}14.5^{\circ}C$, and the salinity of 31.2~34.2. The catch data of the fish suggested that water temperature be a critical factor for the distribution with the optimal ranges of $5{\sim}14^{\circ}C$. Salinity and water depth were not critical as much as the water temperature for the distribution of the mottled skates in the Yellow Sea. Also, the annual fluctuations of the fish catch were reviewed using the catch data from korea fisheries cooperative and national statistics from 1991 to 2009.

• Proceedings of the Korea Water Resources Association Conference
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• 2020.06a
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• pp.18-18
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• 2020

금강하구와 같이 막힌 대형 하구는 근본적으로 복잡한 물리화학적 프로세스와 다양한 이해당사자간의 갈등 때문에 단편적인 접근으로는 관리의 한계가 있을 수밖에 없는 환경이다. 더욱이 하굿둑의 갑문을 열어 하구순환을 복원하는 해수유통 사업은 그 자체가 가지는 환경적 효용성의 확인과 기존 용수이용 체계의 전면적 변화와 관련된 상당한 비용이 요구된다는 면에서 특별한 논란이 되어왔다. 본 연구는 해수유통으로 인한 금강 하구해역의 수리, 수질, 퇴적 및 생태 등 다양한 환경적 변화를 집중적인 현장 조사 및 통합 모델링을 통해 정량적으로 예측하고 이를 지역 이해당사자 논의 체계인 금강하구해역정책협의회에 제공함으로써 해수유통과 연관된 이해당사자 간 갈등을 완화하고 과학적 자료에 근거한 정책결정을 지원하기 위해 수행되었다(과학-정책의 통합). 조사연구는 하굿둑 갑문 개방에 따른 다양한 시나리오별로 해수유통으로 인한 영향을 하구해역(하굿둑의 바다 쪽 해역)과 하구호(하굿둑의 하천 쪽 담수역)에 미치는 영향을 검토하였다(하천-하구호-연안해역의 공간적 통합). 시나리오는 하구해역정책협의회의 요구사항을 반영하여 개발되었고, 시나리오별 영향파악은 수리(조석 및 파랑 포함), 퇴적물 이동 및 수질은 Delft3D모델을, 유역으로부터의 유량 및 오염물질 부하량은 분포형 비점모델인 STREAM을, 김양식과 이매패류 생산량을 추정하는 생태모델은 통계기반의 포인트 모델을 통해 이루어졌다(수리-퇴적-수질-생태계 모델의 통합). 시나리오 분석결과, 상시 해수유통을 제외한 대부분의 하굿둑 부분 개방 시나리오에서는 하구해역에 미치는 영향이 제한적으로 나타나는 것으로 예측되었다. 이는 하굿둑 부분 개방에 따른 담수방류량 및 이에 대응하는 해수의 유동패턴이 현재와 크게 달라지지 않음을 반영한다. 반면 하구호에 대한 영향은 하구해역에 비해 하굿둑 갑문 운영시나리오에 따라 상대적으로 민감하게 변화되는 것으로 예측되었다. 갑문의 부분 개방을 통해 하구호의 수위를 현재 대비 5cm~50cm 변화시켰을 때 1psu 염분의 저층에서의 침투거리는 하굿둑 상류 6km~18km 정도로 예측되었고 갑문 개방에 의해 염분 침투 거리의 조절이 가능할 것으로 나타났다. 단, 사용된 통합모델은 수년간의 검보정 과정을 반복적으로 수행하여 예측의 정확도를 지속적으로 개선하였지만, 모델운영 자체의 불확실성을 고려할 때 실제 해수유통을 위해서는 시범개방을 통해 모델 예측의 결과를 확인할 필요가 있다.