• Journal of architectural history
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• v.16 no.3
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• pp.75-94
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• 2007

There were many researches on marine transportation and granaries, most of which focused on the historical establishment and organization of the marine transportation. However, a few researches were conducted on the architectural aspects. Hence the purposes of this study are to investigate the following matters: first, documents and relics concerning the tribute granary castle at Cape Gongse in Asan, a typical granary during the Joseon Dynasty, were investigated to academically understand the castle's establishment and historical background; second, the dispositional characteristics of the granary and the castle, including its adjacent facilities, were investigated to review its archaeological value; finally, basic materials were provided for systematical preservation and management these relics. As for the research method, the author referred to and analyzed sundry records and old maps, and ascertained in detail historical evidence through residential testimonies and the on-the-spot surveys. In addition, the author investigated the dispositional characteristics of the tribute granary castle at Cape Gongse by analyzing its exact size and shape, based on the old documents and an actual survey of the castle remains. The characteristics of the tribute granary castle at Cape Gongse may be summarized as follows. First, tribute granary at cape Gongse is a only tribute granary which has a granary and castle. second, the tribute granary castle at Cape Gongse has a curvilinear shape, like a gourd dipper; a large circle surrounding the village and a small circle surrounding the area of Mt. Shinpoong both meet up with it. Third, the construction type of the tribute granary castle at Cape Gongse is in a style similar to a town castle or a battle camp castle located in the coastal regions. As for its locational conditions, however, the east gate, presumably an incoming and outgoing route to the granary for vessels, was a feature unique to the marine granary castle. Fourth, the tribute granary at Cape Gongse had a granary of eighty kan in 1523 and, in addition, there were also Bongsang-cheong, Sa-chang, Joseon-sobakcheo, Chimhae-dang, and more, not to mention many privates houses in the castle. The granary is located in the center of the tribute granary castle, where Gongse Nonghyub is currently located. The location of the government offices seemed to be on the northern ridge. Fifth, the tribute granary castle at Cape Gongse is a valuable relic that offers insight into marine transportation, tribute granaries, and tribute granary castles during the Joseon Dynasty. It has special archaeological value because it was one of only a few tribute granary castles that served to protect the tribute granaries.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.17 no.2
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• pp.130-137
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• 2012

The underwater glider using conception of Lagrangian method, is a new observation platform to understand the properties of the ocean vertically. In 2011 March, KORDI made a first successful autonomous trip from Hupo to west coast of Uleungdo piloting Littoral Glider of Alaska Native Technology LLC. The journey considered many environmental variables and route vigilantly selected, the glider covered 177 km horizontally and took approximately 6 days (153 hours). Despite the existence of 1 kt eddy current, Sound velocity sampling was conducted from 5 meters and reaching maximum of 200 meters depth at each dive. It successfully collected sound velocity and temperature profile at every 5 seconds totaling up to 1408 profiles using SVT&P sensor. During the flight it was also a mission to check the diverse modes of the glider i.e. spiral, waypoints, heading, drift and hover could function without a defect in a given situation. These modes were thoroughly monitored and it could be considered that the glider handled it well during the flight. As a result of this test flight, it was evident that the given underwater glider could operate under 2kt current environment with users defined heading and depth, also with the payload up to 5 kg without changing internal buoyancy.

• Journal of Korea Port Economic Association
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• v.35 no.4
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• pp.187-206
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• 2019

After reviewing the concept and previous studies related to green ports, this study analyzes the implications of green port policy of advanced ports in foreign countries and analyzes problems in terms of environmentally-friendly green port policy for Ulsan port, and to present sustainable green logistics establishment measures. The literature survey and Benchmarking methods are adopted as research methodology and the results are as follows. First, the pan-government climate change response management system, legislation of relevant laws, implementation of fiscal support policies, and roadmaps should be established. Second, the foundation for eco-friendly green growth should be established through the discovery of business models in conjunction with leading industries in the Southeastern Metropolitan Economic Area. Third, the Ulsan Port Greenport, such as AMP, in-port LNG propulsion ship, and ESI vessel incentive, should be built. Fourth, a low-carbon, high-efficiency sea-shuttle service shall be established through the introduction of the sea-shuttle service along the sea route. Fifth, energy self-reliant ports, including all institutions in the metropolitan Ulsan port area that have exceeded the level of Ulsan port Authority, should be built. Finally, water-type ports need to be built through the creation of coastal forests, the purification of marine water quality, and the introduction of colors to port.

• Journal of the Korean association of regional geographers
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• v.13 no.2
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• pp.156-170
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• 2007

The commerce and industry of Busan was developed because of good geographical conditions with harbor. After passing its settling-down and diffusing time, Busan has grown in the trade city. Busan has lost the competitive power of the port city since 2000, because of the weakness of its economic power which is caused by the secession of manufacturing industry and the decrease of resident population and foreign tourist. In order to overcome these weaknesses, it is necessary for Busan to take the innovative strategy for the activation of marine tourism. This goal can be achieved by the strong quality of the port city, the coastal terrain, the traditional industry and the international traffic. The aim of this paper is to explore the Innovative Strategy for the activation of marine tourism in Busan and to suggest the following proposal. First, the government must decide the base of marine tourism under the geography viewpoint of the coast and sea, and develope tourism resources after analyzing the identity of marine tourism base. Second, the core part along the selected bases of marine tourism must be constructed the tourism terminal as the landmark of Busan in order to concentrate foreign tourist. Third, after each base of marine tourism must become the resort for tourists, they are able to experience the activity of marine tourism in this resort. Therefore, each base must be specialized. Fourth, each base must be connected with the route of marine tourism Fifth, in order to overcome the off-season of marine tourism, winter tourism goods such as skates, skis, artificial sea-bathing pool, artificial swimming beach, artificial sled, artificial rock wall of coast, hot spring resort of salt water are required to be developed in the center of marine tourism base.

• Acta Via Serica
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• v.3 no.2
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• pp.49-72
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• 2018

The extensive maritime trade network between the Harappan and Mesopotamian civilizations as early as the $3^{rd}$ millennium BCE is a testimony to the long maritime trade history of India. From the dawn of the historical epoch, the maritime trade network of India expanded extensively. The findings of a large number of coins, pottery, amphorae and other materials from Italy and various other European countries, west Asia, China, Korea, Africa, the Arabian Peninsula, Sri Lanka, Southeast Asia and Far-East countries in India, particularly in the coastal regions, are a testimony to the dynamic maritime trade of India with other countries in the early period. Similarly, pottery, sculptures, inscriptions and other materials of Indian origin are also found in those countries. The depiction of different types of ships on the coins, paintings, sculptures, seals and sealing, exhibit the variety of vessels used for navigation and other purposes in the early period. The over 7500 km-long coastline of India is well known for its seaports located at river mouths or outlets to the sea. The Periplus Maris Erythraei, Ptolemy, and Indian literary sources mention many seaports on the western coast of India. Interestingly, archaeological investigations in many of these port towns have yielded material evidence exhibiting their dominant role in transoceanic trade and commerce with many countries in the early period. This paper discusses in detail all the major ancient seaports on the western coast of India and their maritime trade activities. At the outset, the paper briefly deals with the Harappan's maritime network, their seaports and the type of ships of that period. Following this, the maritime trade network of India during the historical period with various countries in the east and west, the traces of Indian influence and materials abroad and foreign materials found in India, the products exported from India, the trade winds and navigational devices and the depiction of ships on the coins, paintings, and sculptures of the period are discussed in detail. After briefly highlighting the coastline of India and its favourable nature for safe anchorage of ships and the strategic position of the seaports of western India, an extensive account of the major ancient seaports of western India like Barygaza, Ashtacampra, Gundigar, Kammoni, Khambhat, Bardaxema, Suparaka, Calliena, Semylla, Sanjan, Naura, Tyndis, Muziris, Nelcynda and other seaports, and their maritime trade activities are given based on archaeological excavations and explorations, literature, epigraphy, foreign accounts, and numismatic evidence.

• Economic and Environmental Geology
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• v.55 no.2
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• pp.137-148
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• 2022

In this study, ship movement simulation was performed based on a marine physics model for the ancient port presumed under the past environmental conditions in the coastal area of Hwaseong, which played an important role as a center of trade in the Three Kingdoms and Unified Silla periods. The paleo topographical surface was reconstructed through the analysis of borehole sediments, and the paleo coastline was extracted through the geomorphological maps published during before independence. Based on the established paleo environmental conditions of the Hwaseong coast, the marine physics model (FVCOM) was used to simulate the flow of surface currents and the route of floating materials assumed to be ancient ships. As a result, the processes of moving ships from the port to the open sea in the Eunsupo area, which is estimated location of the ancient port related to Dangseong, was well simulated, and thus the reliability of the location of the ancient port estimated by the scientific method was secured. This study is significant as a result of convergence research that encompasses archeology, history, geomorpology, geology, and oceanography.

• Journal of Korea Port Economic Association
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• v.36 no.4
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• pp.53-74
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• 2020

It is important to understand the current status and problems of the North Korean shipping industry to prepare for inter-Korean trade in the future era of peace in the Korean Peninsula. In this study, the status of vessels calling in North and South ports was analyzed by year, cargo type (vessel type), and North Korean port type using Port-MIS data. In particular, considering the three years (2006-2008) in which inter-Korean trade was the most active, the flow of maritime transport was analyzed by visualizing data on vessels' arrival and departure in the North and South ports. Findings revealed that sea transportation between Haeju-Incheon was the most frequent, while the Haeju-Mokpo and Nampo-Incheon routes in the west coast area, and the Najin-Busan route in the east coast area were active. With reference to general cargo vessels, ports located on the west coast of Korea tended to operate between those located on the North coast of North Korea and on the east coast of South Korea. These results are expected to serve as a basis for establishing research and policies related to coastal shipping between the two Koreas in the future.

• Journal of Navigation and Port Research
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• v.47 no.6
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• pp.430-436
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• 2023

Study on Changes in Vessel Traffic Services Due to Introduction of Maritime Autonomous Surface ShipsThe development of technologies related to Maritime Autonomous Surface Ships (MASS) has been actively progressing since the mid-2010s, focusing on themes such as collision avoidance, route planning, digital twin, and communication technologies. On the other hand, research on land-based infrastructure connected with MASS, such as logistics systems, port facilities, and vessel traffic services, has relatively received less attention. This study analyzed impact of emergence of MASS on existing vessel traffic service operations and proposed changes in control operations to prepare for its impact. To do this, current vessel traffic service operations were analyzed and elements of MASS technology that could affect vessel traffic control were identified. A survey was conducted among vessel traffic controllers to identify items related to the control of MASS. Results analyzed using the AHP method showed that preparation for emergency response and communication methods with MASS were the most important. Based on this, we were able to derive detailed plans for basic MASS control procedures and emergency response procedures based on data communication within maritime traffic control areas. MASS control procedures proposed in this study are expected to be used as a solution to resolve issues related to traffic safety of MASS in coastal areas.

• Proceedings of the Korean Environmental Health Society Conference
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• 2005.06a
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• pp.45-72
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• 2005

C. neoformans-associated cryptococcosis is primarily a disease of immunocompromised persons, has a world-wide distribution, and is often spread by pigeons in the urban environment. In contrast, C. gattii causes infection in normal hosts, has only been described in tropical and semi-tropical areas of the world, and has a unique niche in river gum Eucalyptus trees. Cryptococcosis is acquired through inhalation of the yeast propagules from the environment. C. gattii has been identified as the cause of an emerging infectious disease centered on Vancouver Island, British Columbia, Canada. No cases of C. gattii-disease were diagnosed prior to 1999; the current incidence rate is 36 cases per million population. A search was initiated in 2001 to find the ecological niche of this basidiomycetous yeast. C. gaftii was found in the environment in treed areas of Vancouver Island. The highest percentage of colonized-tree clusters were found around central Vancouver Island, with decreasing rates of colonization to the north and south. Climate, soil and vegetation cover of this area, called the Coastal Douglas fir biogeoclimatic zone, is unique to British Columbia and Canada. The concentration of airborne C. gattii was highest in the dry summer months, and lowest during late fall, winter, and early spring, months which have heavy rainfall. The study of the emerging colonization of this organism and subsequent cases of environmentally acquired disease will be informative in planning public health management of new routes of exposure to exotic agents in areas impacted by changing climate and land use patterns. Cryptococcosis is an infection associated with an encapsulated, basidiomycetous yeast Cryptococcus neoformans. The route of entry for this organism is through the lungs, with possible systemic spread via the circulatory system to the brain and meninges. There are four cryptococcal serogroups associated with disease in humans and animals, distinguished by capsular polysaccharide antigens. Cryptococcus neoformans: variety grubii (serotype A), variety neoformans (serotype D), and variety gattii (serotypes B and C) (Franzot et at. 1999). C. neoformans variety gattii has recently been elevated to species status, C. gattii. C. neoformans val. grubii and var. neoformans have a world-wide distribution, and are particularly associated with soil and weathered bird droppings. In contrast, C. gattii (CG) is not associated with bird excrement, is primarily found in tropical and subtropical climates, and has a restricted environmental niche associated with specific tree species. (Ellis & Pfiffer 1990) Ellis and Pfeiffer theorize that, as a basidiomycete, CG requires an association with a tree in order to become pathogenic to mammals. In Australia, CG has been found to be associated with five species of Eucalypts, Eucalyptus camaldulensis, E. tereticornis, E. blakelyi, E. gomphocephala, and E. rudis. Eucalypts, although originally native to Australia, now have a world-wide distribution. CG has been found associated with imported eucalypts in India, California, Brazil, and Egypt. In addition, in Brazil and Columbia, where eucalypts have been naturalized, native trees have been shown to harbour CG (Callejas et al. 1998; Montenegro et al. 2000). In British Columbia, Canada, since the beginning of 1999, there have been 120 confirmed cases of cryptococcal mycoses associated with CG in humans, including 4 fatalities (data from British Columbia Centre for Disease Control), and over 200 cases in animal pets in BC (data from Central Laboratory for Veterinarians). What is remarkable about the BC outbreak of C. gattii-cryptococcosis is that all of the cases have been residents of, or visitors to, a narrow area along the eastern coast of Vancouver Island, BC, from the tip of the island in the south (Victoria) to Courtenay on the north-central island as illustrated in Figure 1. Of the first 38 human cases, 58% were male with a mean age of 59.7 years (range 20 - 82): 36 cases (95%) were Caucasian. Ten cases (26%) presented with meningitis, the remainder presented with respiratory symptoms. Cultures recovered from cases of cryptococcosis associated with the outbreak were typed as serogroup B, which is specific to CG (Bartlett et al. 2003). This was the first reported outbreak of CVG in Canada, or indeed, the world. Where infection with CG is endemic, for example, Australia, the incidence of cryptococcosis ranges from 1.8 - 4.7 per million between the southern and northern states (Sorrell 2001). However, the overall incidence of cryptococcosis in immunocompenent individuals has been estimated at 0.2 per million population per year (Kwon-Chung et al. 1984). The population of Vancouver Island is approximately 720,000,consequently, even if the organism were endemic, one would expect a maximum of 0.15 cases of cryptococcal disease annually.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.29 no.3
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• pp.332-344
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• 1996

The vertical profiles of the natural $^{210}Po,\;^{210}Pb\;and\;^{234}Th$, activities were measured at the upper 150 m or 200 m of water column from west-east intersection in the east-southern coastal area of the Korea Peninsula during the period from 26 to 29 April 1994 to compare the removal rates (residence time) and removal processes for $^{210}Po\;and\;^{234}Th$. At the inshore stations, the $^{210}Po$ activity was generally higher in the thermocline and its under layer than in the surface mixed layer, while represented the reversed pattern at the offshore stations. However, the $^{210}Pb$ activity decreased generally with depth. Also, the activity of $^{210}Po$ relative to its parent $^{210}Pb$ was deficient in the water column above the main thermocline, but was slightly excess or close to equilibrium in the thermocline and its under layer. The vertical profiles for the activity of $^{210}Pb$ relative to its parent $^{226}Ra$ showed the reversed pattern with the vertical variation of $^{210}Po$ excess (or deficiency). The $^{234}Th$ activity was significantly lower in the surface mixed layer and thermocline than in the deeper layer. The residence time of $^{210}Po$ ranged from 1 to 4 years at the five stations except station E8 that showed yet long residence time (approximately 10 years). The long residence time at the station E8 may resulted from the thicker surface mixed layer and subsequent the vertical mixing of $^{210}Po$ which was recycled in the lower surface mixed layer compared to at the other stations. Also, the residence time of $^{210}Po$ was shorter at the inshore stations than at the offshore stations. However, the residence time of $^{234}Th$ ranged from 52 to 74 days at all station without the significant variation, was very much shorter relative to the residence time of $^{210}Po$. The correlation between the removal rate of dissolved $^{234}Th$ and the concentration of total suspended matter (TSM) was generally positive. Therefore, it seems that the major route of the removal mechanism of $^{234}Th$ from seawater in the surface mixed layer is via adsorption onto suspended particle surfaces (most likely inorganic particles) and subsequent settling to the bottom layer. Between the removal rate of dissolved $^{210}Po$ and the concentration of chlorophyll-a was positively good correlation. Consequently, most likely the removal of $^{210}Po$ may be occurred by uptake to organisms (mainly such as planktonic debris or fecal pellets) and subsequent settling.