• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.3
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• pp.9-15
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• 2016

We investigated >$50-{\mu}m$ marine planktonic organisms (mainly zooplankton) using a bongo net in Masan Bay and Jangmok Bay in order to harvest 75% of natural communities based on Phase-II approval regulations by the United States Coast Guard (USCG). The concentrated volume (in 1 ton) and abundance of zooplankton were $1.8{\times}10^7ind.ton^{-1}$ and $2.3{\times}10^7ind.ton^{-1}$, and their survival rates were 82.6% and 80.1%, respectively. The community structure in Jangmok Bay was similar to that in Masan Bay, and dominant species were adult and immature groups (stage IV) of genus Acartia. Harvested populations were inoculated in a 500-ton test tank. Although the population abundances were $6.0{\times}10^4ind.ton^{-1}$ for both bay samples, the mortality rates were higher in the Masan Bay population (32%) than the Jangmok Bay population (20%). We considered the reason to be that there were 30% more immature individuals of Acartia from Masan Bay than from Jangmok Bay. The younger population may have been greatly stressed by the moving process and netting gear. After applying a Ballast Water Treatment System (BWTS) using a sample form Jangmok Bay, the mortality rates in the treatment groups were found to be 100% after 0 days and 5 days, implying that the BWTS worked well. During the winter season, the zooplankton concentration method alone did not easily satisfy the approval standards of USCG Phase II (> $10{\times}10^4ind.ton^{-1}$ in the 500 ton tank). Increasing the netting frequency and additional fishing boats may be helpful in meeting the USCG Phase II biological criteria.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.4
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• pp.34-42
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• 2016

In order to prepare for the type approval test for the United States Coast Guard (USCG) Phase-II of Ballast Water Treatment System (BWTS), a phytoplankton mass culture was conducted in a mesocosm enclosure. We evaluated the response of the phytoplankton community after nutrient addition (+N, +P, and +NP) and investigated the development of the species with increasing culture time. After nutrient dosing, the phytoplankton population significantly (p < 0.05) increased from day 1 to day 3, depending on the nutrient treatments In particular, the specific growth rate of the phytoplankton community in the case of +NP treatment and + N treatment were estimated to be $2.47d^{-1}$ and $1.98d^{-1}$, respectively. The phytoplankton population density in the case of + NP treatment was approximately 50 times higher than that of the control group, suggesting that these treatments could be useful for mass culturing phytoplankton (> 75% of natural community) for the approval regulation of USCG Phase-II. In the phytoplankton community of the mesocosm, Pseudo-nitzchia spp. dominated in the logarithmic growth phase. The cell density decreased significantly (p < 0.05) with increasing time, coinciding with the nutrient limitation. At that time, the dominance of Pseudo-nitzchia spp. shifted to that of Cylindrotheca closterium. Therefore, the optimum nutrient concentration ($N:30{\mu}M$, $P:3{\mu}M$) and reasonable harvesting time (after 3 days in summer) found in this study for the mass culturing of phytoplankton may be helpful to meet the USCG Phase-II biological criteria to be used in BWTS.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.9 no.3
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• pp.155-164
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• 1997

A comprehensive and systematic field monitoring program was initiated since October 1989, in order to investigate the temporal and spatial variation of shoreline position at northern part of Pea Island, North Carolina. Aerial photographs were taken every two months on the shoreline extending from the US Coast Guard Station at the northern end of Pea Island to a point 6 miles to the south. Aerial photographs taken were digitized initially to obtain the shoreline position data. in which a wet-dry line visible on the beach was used to identify the position of shoreline. Since the wet-dry line does not represent the “true" shoreline .position but includes the errors due to the variations of wave run-up heights and tidal elevations at the time the photos taken, it is required to eliminate the tide and wave runup effects from the initially digitized shoreline .position data. Runup heights on the beach and tidal elevations at the time the aerial photographs taken were estimated using tide data collected at the end of the FRF pier and wave data measured from wave-rider gage installed at 4 km offshore, respectively A runup formula by Hunt (1957) was used to compute the run-up heights on the beach from the given deepwater wave conditions. With shoreline position data corrected for .wave runup and tide, both spatial and temporal variations of the shoreline positions for the monitoring shoreline were analyzed by examining local differences in shoreline movement and their time dependent variability. Six years data of one-mile-average shoreline indicated that there was an apparent seasonal variation of shoreline, that is, progradation of shoreline at summer (August) and recession at winter (February) at Pea Island. which was unclear with the uncorrected shoreline position data. Determination of shoreline position from aerial photograph, without regard to the effects of wave runup and tide, can lead to mis-interpretation for the temporal and spatial variation of shoreline changes.nges.

• Journal of the Korean Society for Marine Environment & Energy
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• v.9 no.4
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• pp.203-215
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• 2006

Field observations on the spatio-temporal distribution of organic matter of the surface sediment were carried out at 15 stations in the central parts of the South Sea of Korea from April 2002 to January 2003. The range of water temperature and salinity in bottom waters, mud content and water content of surface sediment were $8.06{\sim}23.35^{\circ}C,\;29.20{\sim}34.51\;psu,\;71.2{\sim}99.9%$ and $38.7{\sim}68.9%$, respectively. Measured parameters on the surface sediments of ignition loss (IL), chemical oxygen demand (CODs), phaeopigment, particulate organic carbon (POC) and particulate organic nitrogen (PON) also ranged in $3.9{\sim}l2.5%,\;9.60{\sim}44.05\;mgO_2/g-dry,\;1.58{\sim}29.51\;{\mu}g/g-dry,\;3.12{\sim}13.01\;mgC/g-dry$ and $0.49{\sim}2.00\;mgN/g-dry$, respectively. The spatio-temporal distribution of organic matter demonstrated higher concentrations offshore than at lesions near the coastal line. Higher concentrations occurred in the summer and spring. The results indicated that the origin of organic matter in surface sediments in the central part of the South Sea was autochthonous rather than allocthonous because the organic matter had an average C/N ratio of 6.44 (${\pm}0.51$). However, the composition of autochthonous organic matter was mainly derived from detritus rather than living phytoplankton, which was Indicated by the results of the POC/phaeopigment ratio. A principal component analysis (PCA) indicated that 73.2% of the variability in the data was described by two factors: 1) an 'environmental factor concerning the accumulation of materials (57.3%)' and 2) 'origin of organic matter and the composition by primary production (15.9%)'. The sedimentary environment in the central part of the South Sea was divided into four regions from the factor score of the PCA by the concentrations of organic matter and the composition ratio of organic matters from phytoplankton in surface sediments.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2018.11a
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• pp.225-227
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• 2018

This research paper examines the history and present of 'temporary passengers' prescribed in Paragraph 9 of Article 5 of the Ships Safety Act Enforcement Regulations and suggests improvement plans referring to the examples of legislation of other countries. In 2015, Ministry of Ocean and Fisheries made authoritative interpretation that Paragraph 9 of Article 5 of the Ships Safety Act Enforcement Regulations, which prescribes special cargo drivers such as agricultural, marine or livestock vehicles as temporary passengers, is applied only to passenger ships and not to cargo ships such including Ro-Ro cargo ships. As the authoritative interpretation of the Ministry does not agree with not only the traditional interpretational methodology but also the interpretational methodology that are commonly used today, it lacks logical basis and looks unpersuasive. Paragraph 9 of Article 5 of the Ships Safety Act Enforcement Regulations can be applied not only on passenger ships but also on cargo ships. Also in case of Ro-Ro cargo ships, it is logically contradictory and against fairness not to acknowledge special cargo vehicle drivers as temporary passengers when there is no problem with safe navigation and safety of passengers on board even when the sailor, the sailor's family and the ship owner may be acknowledged as temporary passengers. To avoid unnecessary disputes and lawsuits, improvement plans using theory of legislation through statutory reform is more desirable. Therefore, the P aragraph should be amended to "Supercargo who deals with cargo that requires special care due to the characteristics of the cargo, such as transportation vehicles for agricultural products, marine products, livestock, explosives or flammable materials (drivers can serve as supercargos)" to reflect the distinct characteristics of cargo and ship navigation in Korea including the current distribution system, while setting an objective standard based on common sense of ordinary people and not on arbitrary interpretation.

• Korean Security Journal
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• no.43
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• pp.67-97
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• 2015

In Korea, a single emergency number, such as 911 of the USA and 999 of the UK, does not exist. This issue became highly controversial, when the Sewol Ferry Sinking disaster occurred last year. So, the Korean government has planned to adopt a single emergency number, integrating 112 of the Police, 119 of the Fire and Ambulance, 122 of the Korean Coast Guard, and many other emergency numbers. However, the integration plan recently proposed by the Ministry of Public Safety Security seems to be, what is called, a "partial integration model" which repeals the 122 number, but still maintains 112, 119, and 110 respectively. In this context, the study looks into USA's (diverse) 911 operating system, and subsequently tries to draw general features or characteristics. Further, the research attempts to derive policy implication from the general features. If the proposed partial integration model reflects the policy implications, the model can virtually operate like the 911 system -i.e. a single emergency number system - creating inter-operability between responding agencies such as police, fire, and ambulance, even though it is not a perfect integration model. The features drawn are (1) integration of emergency call-taking, (2) functional separation of call-taking and dispatching, (3) integration of physical facilities for call-taking and dispatching, and (4) professional call-takers and dispatchers. Moreover, the policy implications derived from the characteristics are (1) a user-friendly system - fast but accurate responses, (2) integrated responses to accidents, (3) professional call-taking and dispatching & objective and comprehensive risk assessment, and finally (4) active organizational learning in emergency call centers. Considering the policy implications, the following suggestions need to be applied to the current proposed plan: 1. Emergency services' systems should be tightly linked and connected in a systemic way so that they can communicate and exchange intelligence with one another. 2. Public safety answering points (call centers) of each emergency service should share their education and training modules, manuals, etc. Common training and manuals are also needed for inter-operability. 3. Personal management to enable-long term service in public safety answering points (call centers) should be established as one of the ways to promote professionalism.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.7
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• pp.1216-1221
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• 2022

Ships tend to be larger to increase the efficiency of cargo transportation. Larger ships lead to increased travel time for ship workers, increased work intensity, and reduced work efficiency. Problems such as increased work intensity are reducing the influx of young people into labor, along with the phenomenon of avoidance of high intensity labor by the younger generation. In addition, the rapid aging of the population and decrease in the young labor force aggravate the labor shortage problem in the maritime industry. To overcome this, the maritime industry has recently introduced technologies such as an intelligent production design platform and a smart production operation management system, and a smart autonomous logistics system in one of these technologies. The smart autonomous logistics system is a technology that delivers various goods using intelligent mobile robots, and enables the robot to drive itself by using sensors such as lidar and camera. Therefore, in this paper, it was checked whether the mobile robot could autonomously drive to the stop sign by detecting the passage way of the ship deck. The autonomous driving was performed by detecting the passage way of the ship deck through the camera mounted on the mobile robot based on the data learned through Nvidia's End-to-end learning. The mobile robot was stopped by checking the stop sign using SSD MobileNetV2. The experiment was repeated five times in which the mobile robot autonomously drives to the stop sign without deviation from the ship deck passage way at a distance of about 70m. As a result of the experiment, it was confirmed that the mobile robot was driven without deviation from passage way. If the smart autonomous logistics system to which this result is applied is used in the marine industry, it is thought that the stability, reduction of labor force, and work efficiency will be improved when workers work.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.2
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• pp.197-206
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• 2023

Recently, the international community, including the International Maritime Organization (IMO), has strengthened regulations on air pollution emissions of ships, and eco-friendly ships are actively being developed to reduce exhaust gas emissions. Among them, rotor sail (RS), a wind-assisted ship propulsion system, is attracting attention again. RS is a cylindrical device installed on the ship deck, that generates hydrodynamic lift using a magnus effect. This is a next generation eco-friendly auxiliary propulsion technology, and Enercon company, which developed RS-applied ships, announced that fuel savings of more than 30% are possible. In this study, optimal installation conditions such as RS spacing and arrangement type were selected when multiple RSs were installed on ships. AR=5.1, SR=1.0, and D_e/D was fixed at 2.0 according to the RS arrangement, and the wind direction was considered only for the unidirectional +y-axis. Regarding arrangement conditions, five conditions were set at 3D intervals in the +x-axis direction from 3D to 15D and five conditions in the +y-axis direction from 5D to 25D. C_L, C_D and aerodynamic efficiency (C_L/C_D) were compared according to the square(□) and diamond(◇) shape arrangements. Consequently, the effect of RS on the longitudinal distance was not significantly different. However, in the case of RS flow characteristics according to the transverse distance, the interaction effect of RS was the greatest when the two RSs almost matched the wind direction. In the case of the RS flow characteristics according to the arrangement, notably, when the wind blew in the forward (0°) direction, the diamond (◇) arrangement was least affected by the backward flow between RSs.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.15 no.3
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• pp.140-147
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• 2010

We investigated the effects of water temperature, salinity and irradiance on the growth of the harmful algae Chattonella ovata isolated from South Sea, Korea. C. ovata grew under all combinations of water temperatures and salinity, except for all the salinity conditions at the water temperature of $10^{\circ}C$, with the salinity of 7.5 psu and 10 psu at $15^{\circ}C$, and 7.5 psu at $20^{\circ}C$ and $30^{\circ}C$. The maximum specific growth rate was $0.62\;day^{-1}$ at the combination of $30^{\circ}C$ and 30 psu. The results of two-way ANOVA indicated that growth rate depended greatly on the water temperatures while not being affected by interactions with the salinity. This indicates that C. ovata is a stenothermal and euryhaline organism, preferring high water temperatures. C. ovata did not grow at irradiance ${\leq}30\;{\mu}mol$ photons $m^{-2}s^{-1}$. Photoinhibition did not occur at $800\;{\mu}mol$ photons $m^{-2}s^{-1}$, which was the maximum irradiance used in this study. The irradiance-growth curve was described as $\mu$ = 0.74(I-16.0)/(I+43.9) at $30^{\circ}C$ and 30 psu. The half-saturation light intensity ($K_s$) was $75.9\;{\mu}mol$ photons $m^{-2}s^{-1}$ and compensation photon flux density ($I_c$) was $16.0\;{\mu}mol$ photons $m^{-2}s^{-1}$, especially this value was comparatively lower than those of Skeletonema costatum and other flagellates previously reported. Therefore, our results indicate that C. ovata has advantageous physiological characteristics for interspecific competition at the embayment and coastal areas of Korea in summer.

• Journal of Navigation and Port Research
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• v.48 no.3
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• pp.232-238
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• 2024

This study examines the effectiveness of Gamcheon Port's leading lights in reflecting the characteristics of ship traffic entering the port. The leading light of Gamcheon Port was proposed and installed in 1996 during the basic design process of supplementing the port's route signs for the entry and exit of 4,000 TEU container ships. Since then, it has been improved to accommodate the entry of 50,000 DWT general cargo ships and to reflect the crane height of Hanjin Pier, as a result of a review study conducted by the Busan Regional Maritime Affairs and Fisheries Administration to improve the still temperature of Gamcheon Port by relocating existing outer facilities. However, an analysis of the current characteristics of maritime traffic at Gamcheon Port reveals that maritime traffic congestion is smooth and the proportion of small and medium-sized ships under 10,000 tons is higher than that of large ships, resulting in decreased efficiency of the leading lights to respond to the entry of large ships. Nevertheless, considering the increasing CAGR of the entry ratio of ships of 30,000 tons or more by 8.45%, preparations for the anticipated increase in the proportion of large ships entering the port in the future are necessary, and it is preferable to maintain the function of the leading lights rather than demolishing the entrance to Gamcheon Port. The narrow nature of the Gamcheon Port route poses a higher risk of collision when ships entering and exiting encounter each other, which can burden the navigator. Therefore, instead of maintaining the function of the leading lights, it is possible to relocate the conduction light to reduce maintenance burden and install a direction light in its place. When installing the direction light, it is worth considering using Double Sector Lights instead of the currently installed Single Sector Lights at nearby Busan Bukhang Port, as the former can improve user satisfaction by providing a clearer middle line and reducing difficulties in distinguishing between points.