• The Korean Journal of Quaternary Research
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• v.18 no.2 s.23
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• pp.1-2
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• 2004

The Ilkwang Fault is NNE-striking, elongated 40 Km between Ulsan and Haendae-ku, Busan in southeastem part of the Korean Peninsula(Kim, D.H. et al., 1989; Kim, J.S. et al., 2003). This paper is mainly concemed about the ages of the fault activities especially in the Quatemary, infered from classification of geomorphic surface and trench excavation for the construction of Singori nuclear power plant. The geomorphi surfaces are classified into the Beach and the Alluvial plain, the 10 m a.s.l. Marine terrace, the 20 m a.s.l. Marine terrace, the Reworked surface of 45 m a.s.l. Marine terrace and the Low relief erosional surface, from lower to higher altitude. The Beach and the Alluvial plain are elongated to the Holocene terrace(ist terrace, choi, 2003). The 10 m a.s.l. Marine terrace is correlated to 2nd terrace (MIS 5em 125 Ka. y. B.P., Choi, 1998). The 45 m a.s.l. Marine terace is correlated to the Lower marine terrace (MIS 7,220 Ka. y. B.P., Choi, 2003 or MIS 9,320 y. B.P.) to the Gwanganri terrace(Penultimate interglacial age, 200-200 Ka. Y. B.P., Oh, 1981). The Low relief erosional surface is distributed coastal side, the Reworked surface of 45 m a.s.l. Marine terrace inland side by the Ilkwang Fault Line as the boundary line. But the former is above 10 m higher in relative height than the latter. The 20 m a.s.l. Marine terrace on the elongation line of the Ilkwang Fault reveals no dislocation. A site was trenched on the straight contract line with $N30^{\circ}$ E-striking between the 10 m a.s.l. Marine terrace and the 20 m a.s.l. Marine terrace. Fault line or dislocation was not observable in the trench excavation. Accordingly, the straight contact line is inferred as the ancient shoreline of the 10 m a.s.l. Marine terrace. The Ages of the Fault activities are inferred after the formation of the Ichonri Formation - before the formation of the 45 m a.s.l. Marine terrace (220 Ka. y. B.P. or 320 Ka. y. B.P.). The Low relief erosional surface was an island above the sea-level during the formation of the 45 m a.s.l. Marine terrace in the paleogeography.

• ALGAE
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• v.28 no.1
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• pp.111-119
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• 2013

Marine microalgae are a promising source of organisms that can be cultured and targeted to isolate the broad spectrum of functional metabolites. In this study, two species of cyanobacteria, Chlorella ovalis Butcher and Nannchloropsis oculata Droop, one species of bacillariophyta, Phaeoductylum tricornutum Bohlin, and one species of Dinophyceae, Amphidinium carterae (Hulburt) were cultured and biomasses used to evaluate the proximate comical compositions. Among the determined proximate chemical compositions of the cultured marine microalgae, the highest content of crude proteins and lipids were exhibited in P. tricornutum and A. carterae, respectively. Solvent-solvent partition chromatography was subjected to fractionate each of the cultured species and separated n-hexane, chloroform, ethyl acetate, and aqueous fractions. Nitric oxide production inhibitory level (%) and cytotoxicity effect on lipo-polysaccharide-induced RAW 264.7 macrophages were performed to determine the anti-inflammatory activity. N. oculata hexane and chloroform fractions showed significantly the strongest anti-inflammatory activity at $6.25{\mu}g\;mL^{-1}$ concentration. The cancer cell growth inhibition (%) was determined on three different cell lines including HL-60 (a human promyelocytic leukemia cell line), A549 (a human lung carcinoma cell line), and B16F10 (a mouse melanoma cell line), respectively. Among the extracts, C. ovalis ethyl acetate and A. carterae chloroform fractions suppressed the growth of HL-60 cells significantly at 25 and $50{\mu}g\;mL^{-1}$ concentrations. Thus, the cultured marine microalgae solvent extracts may have potentiality to isolate pharmacologically active metabolites further using advance chromatographic steps. Hence, the cultured marine microalgae can be described as a good candidate for the future therapeutic uses.

• Journal of Navigation and Port Research
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• v.32 no.5
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• pp.415-423
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• 2008

The purpose of this study is to show a course development of the marine leisure sport policy in Korea. The preceding researches and the analysis on the actual conditions on marine leisure sport in Korea were conducted for this research. And analyzing the obstacle and development factors in marine leisure sport, the conclusions intended to provide the preliminary data on the marine leisure industry are as follows: First, as policy-based problems, there will be needs for the public perception improvement in the marine culture caused by the lack of publicity, the reflection reinforcement of the national policy on the marine leisure industry, the prevention of the overlapping investment for the national resources development in the marine industry and marine leisure sport complexes, and the reinforcement of the close networks with the developed countries. Second, as human-based problems, there will be needs for the new organization of the specialty agencies involved in the marine leisure industry field, the nurture of the capable specialists and the reinforcement and nurture of TF team for the infrastructure industry. Third, as facility-based problems, there appeared to be the expansion of the SOC related to the marine leisure, the ease of the laws and regulations for the development of the marine leisure facilities, the prevention of the thoughtless development caused by close cooperation system with the local government. Fourth, as law and institution-based problems, there appeared to be the abolishment of the regulation-centered laws involved in them, the prevention of the legal and institutional confusion caused by policy confusion. Fifth, as industry-based problems, there must be the expansion of the domestic supply and demand, the reinforcement of parts industry and the nurture of the license system for the mechanics on the vessels and the engines.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.6
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• pp.615-623
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• 2020

In order to prevent the dangers of major marine accidents, it is very important to be aware of in advance through marine incidents in the background of Heinrich's law, formulated by the safety pioneer who is credited with focusing on workplace safety with emphasis on the human element. At least 11 cases of collision accidents occurred in the Busan VTS area from January 1st to December 31st, 2019, and 24 cases of VTS marine incidents were reported during the same period. According to Heinrich's law, there could be many more potentially risky situations besides the 24 reported cases. In this study, the criteria for VTS marine incidents were established through advanced research and a survey of VTS operators, and analysis of 24 cases of VTS marine incidents in the Busan VTS area. Traffic surveys were conducted for three days to identify potentially hazardous situations. According to the survey, there were 216 cases of VTS marine incidents, and within a year, it is estimated there could be about 26,280 cases. Even if conditions such as "missing VHF communication feedback" which is an important cause of marine incidents, are not reflected, there are many potential risks in the VTS area. Thus, it is vital to strengthen the VTS marine incident reporting system.

• Journal of the Korean Society for Marine Environment & Energy
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• v.18 no.4
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• pp.263-273
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• 2015

We estimated the global inflow and stock of plastic marine debris. In South Korea, we estimated that the annual inflow of plastic marine debris (72,956 tons) was about 1.4% of annual plastics consumption (5.2 million tons) in 2012. By applying this 1.4% ratio to global plastics production from 1950 to 2013, we estimated that 4.2 million tons of plastic debris entered the ocean in 2013 and that there is a stock of 86 million tons of plastic marine debris as of the end of 2013, assuming zero outflow. In addition, with a logistic model, if 4% of petroleum is turned into plastics, the final stock of plastic marine debris shall be 199 million tons at the end. As the inflow and the stock are different units of measurement, better indicators to assess the effectiveness of inflow-reducing policies are needed. And, as the pollution from plastic marine debris is almost irreversible, countermeasures to prevent it should be valued more, and stronger preventive measures should be taken under the precautionary principle. As this is a preliminary study based on limited information, further research is needed to clarify the tendency of inflow and stock of plastic marine debris.

• Proceedings of the KSRS Conference
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• v.2
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• pp.1011-1014
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• 2006

Coarse resolution (9 - 50 km pixels) Sea Surface Temperature satellite data are frequently considered adequate for open ocean research. However, coastal regions, including coral reef, estuarine and mesoscale upwelling regions require high-resolution (1-km pixel) SST data. The AVHRR SST data often suffer from navigation errors of several kilometres and still require manual navigation adjustments. The second serious problem is faulty and ineffective cloud-detection algorithms used operationally; many of these are based on radiance thresholds and moving window tests. With these methods, increasing sensitivity leads to masking of valid pixels. These errors lead to significant cold pixel biases and hamper image compositing, anomaly detection, and time-series analysis. Here, after manual navigation of over 40,000 AVHRR images, we implemented a new cloud filter that differs from other published methods. The filter first compares a pixel value with a climatological value built from the historical database, and then tests it against a time-based median value derived for that pixel from all satellite passes collected within ${\pm}3$ days. If the difference is larger than a predefined threshold, the pixel is flagged as cloud. We tested the method and compared to in situ SST from several shallow water buoys in the Florida Keys. Cloud statistics from all satellite sensors (AVHRR, MODIS) shows that a climatology filter with a $4^{\circ}C$ threshold and a median filter threshold of $2^{\circ}C$ are effective and accurate to filter clouds without masking good data. RMS difference between concurrent in situ and satellite SST data for the shallow waters (< 10 m bottom depth) is < $1^{\circ}C$, with only a small bias. The filter has been applied to the entire series of high-resolution SST data since1993 (including MODIS SST data since 2003), and a climatology is constructed to serve as the baseline to detect anomaly events.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.4
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• pp.353-365
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• 2020

The quantitative increase in maritime transport for domestic and foreign trade is one of the main reasons for the increase in marine pollution accidents. Despite the implementation of relevant laws in each country to prevent and mitigate marine pollution accidents caused by ships, human negligence (carelessness, intention, etc.) by ship workers has been reported as the biggest cause of marine pollution accidents. One of the most effective ways to reduce marine pollution accidents caused by ships is to reduce human negligence through systematic education and training of ship workers. Therefore, this study aimed to review the appropriateness of the statutory education and training curriculum for ship marine pollution prevention managers in accordance with domestic laws and regulations such as the 「Marine Environment Management Act」 and suggest improvement measures. To this end, we compared and analyzed the legal training·general education courses related to the prevention of marine pollution and marine disasters in Japan, where the laws and systems are similar to Korea, and investigated the cases of legal training for experts in land pollution prevention in Korea.

• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.2
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• pp.201-207
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• 2010

Recently, about 600 cases of marine accidents occur annually in Korea. According to many studies and analyses on occurrence of marine accidents, 70~80% of marine accidents were caused by human factors. Among the human factors, navigation officers' fatigue is very important factor. Although navigation officers' fatigue serves as an important role in marine accidents, there is no method to exactly examine the degree of officers' fatigue. Accordingly, this study analyzed human factors according to types of marine accidents and extracted important five factors affecting navigation officers' fatigue through the questionnaire survey by means of literatures and 5-point scale. In addition, evaluation factors of marine accident risks caused by fatigue factors were divided and structured by using ISM. Lastly, it found out the importance of each fatigue factor drawn by AHP and decided marine accidents that were most highly caused by navigation officers' fatigue in order. At the result, weights were high as sleep time 0.385, stress 0.302, health condition 0.139, rest time 0.099, alcohol and drug 0.074 in fatigue factors, and death and injury 0.328, collision 0.308, grounding 0.195, sinking 0.094, fire accident 0.075 in evaluation factors of marine accident risks. Therefore, the control plan to lower marine accident risks should be prepared on the basis of high weight factors.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.39 no.1
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• pp.1-8
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• 2006

For the effective utilization of tuna processing byproducts such as roes of skipjack tuna (Katsuwonus pelamis) and yellowfin tuna (Thunnus albacores) as a food resource, the roes of skipjack and yellowfin tuna were examined on food component characteristics and also compared to those of Alaska pollack (Theragra chalcogramma). The concentrations of heavy metal in both roe of the skipjack and yellowfin tuna were below the reported safety limits, therefore, these roes appeared to be safe as a raw material for food resource. The contents of crude protein were 21.4% in the skipjack tuna roe and 21.5% in the yellow fin tuna roe, which showed to be the major component in tuna roes. The prominent amino acids of total amino acids were aspartic acid, glutamic acid, leucine and lysine, and these amino acids were comprise to be 38.4-41.2% of total amino acid in both tuna roes. The total lipid content were 2.1 % in the skipjack tuna roe and 2.0% in the yellofin tuna roe. The major component of total lipid was found to be triglyceride in both tuna roes (skipjack tuna roe, 93.3%; yellow fin tuna roe, 92.0%), which was high in the compositions of 16:0, l8:1n-9, and 22:6n-3. The content of DHA in total lipid of the tuna roes (skipjack tuna roe, 29.9%; yellowfin tuna roe, 36.3%) were higher than that of Alaska pollack roe (18.1%). Based on the results of the proximate composition, mineral, amino acid and lipid characteristic, roes of skipjack tuna and yellowfin tuna showed potential as a raw material for food.

• Journal of Fisheries and Marine Sciences Education
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• v.28 no.4
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• pp.994-1005
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• 2016

Expansion and spreading of marine telemedicine is rather restricted due to the conflict of laws relating to medical service and lack of provisions in the Seafarers' Act, Medical Service Act, etc. Thus, this study is intended to reveal the current status and problems of marine emergency medical advice system for the furtherance of health care of seafarers and emergency medical assistance conditions and deduce relevant proposals for legislative improvements thereof in order to resolve underlying problems and issues. The results of this study can be summated as follows. First, in respect of directions to provide marine emergency service based on marine telemedicine system, emergency radio medical advice system needs to be strengthened to meet domestic and international instrument, marine telemedicine system needs to be provided through integrating u-Health technology and special marine medical center needs to be established. Second, regarding directions to provide health promotion service based on the marine telemedicine system, a new process of health care service for seafarers needs to be devised and provided involving seafarers' life cycle covering from prior to boarding to after leaving a ship. The conclusions of this study can be given as follows. First, the following new provisions need to be introduced in the Seafarers' Act. (1) The Minister of Oceans and Fisheries and a shipowner shall conduct matters pertaining to preventive health promotion and care for seafarers; (2) a provisions regarding establishment of seafarers' health promotion center by the Minister; (3) a special exemption permitting marine telemedicine service and qualification requirements for marine telemedicine assistant; (4) shipowner's obligation of carrying seafarers' health measuring equipment on board. Second, the relevant provisions regarding medical care persons needs to be revised in such a way that master or chief officer shall be appointed to be in charge of medical care on board. Last but not least, it is also essential to amend and update the minimum standards on drug and medicines to be carried on board and medicine chest and equipment on board.