• Journal of the Korean Society of Marine Environment & Safety
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• v.30 no.1
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• pp.43-57
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• 2024

As coastal areas have a distinct nature with the interaction of the lands and waters, they attract people to enjoy and experience the natural environments physically and intellectually; this generates cultural ecosystem services. Coastal beaches are one of the most common coastal areas for cultural ecosystem services. The purpose of this study was to 1) estimate the economic values of cultural ecosystem services derived from coastal beaches, and 2) expand the estimated values into other beaches across the country using a benefit transfer method. We divided the values of cultural ecosystem services into five different categories based on an extensive literature review: recreation and tourism, landscape and aesthetic, educational, heritage, and inspirational values. The values of tourism and recreation, landscape and aesthetic, and educational services were estimated using the choice experiments. The attributes of the choice experiments consisted of conservation funds, litter, water quality, seascape, landscape, and biodiversity, and the data were collected through online surveys with visitors of 11 representative beaches in Korea. Heritage and inspiration services were estimated using a market goods method based on their expenditures. These values were transferred to 257 beaches across the country. Study results can be used for policy decisions on various restoration and conservation projects caused by coastal erosion and development and on the need and extent of public investments.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.1
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• pp.57-64
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• 2020

The IOPC Fund general assembly reported that the International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea (known as the HNS Convention) will meet the requirement for the convention to take ef ect between 2021 and 2022. When the convention comes into effect, the liability-limit insurance of the HNS transport ship will be enforced and the shipper receiving the HNS will pay the share of the contribution from the International Fund for damages exceeding the limit of the ship's liability insurance. Korea is one of the major shipping and shipper countries in the world; thus, this study aimed to the need to analyze the effect of the convention on the related industries. The survey of ships and contribution targets analyzed the research data of the Ministry of Oceans and Fisheries. The P&I premium estimation was reviewed by the Korea Shipping Association and the K P&I as insured ships. In addition, the contribution of the HNS cargo volume was analyzed in an annual report by a representative international association for each cargo. About 1,500 ocean-going and domestic vessels have been identified as ships subject to the convention. The effect of changes in premiums under the convention was minimal for most ships. The effect of the shipping industry is expected, with about 150 domestic tankers expected to increase insurance premiums. In the case of shipper industries, 52 freight terminals were found to be eligible for the payment of the share of the international fund, as the proportion of freight volume in Korea was ranked second to fourth in the world by individual HNS accounts. This implies the obligation to pay contributions according to the convention. Considering the status of HNS transport ships entering and leaving ports and the quantity of HNS cargo, it can be concluded that the validity of Korea's convention is sufficient and that, it is necessary to coordinate with global major shipper countries.

• Journal of the Korean Society for Marine Environment & Energy
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• v.18 no.2
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• pp.94-101
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• 2015

To mitigate the greenhouse gas emission, many carbon capture and storage projects are underway all over the world. In Korea, many studies focus on the storage of $CO_2$ in the offshore sediment. Assurance of safety is one of the most important issues in the geological storage of $CO_2$. Especially, the assessment of possibility of leakage and amount of leaked $CO_2$ is very crucial to analyze the safety of marine geological storage of $CO_2$. In this study, the leakage of injected $CO_2$ through fault was numerically studied. TOUGH2-MP ECO2N was used to simulate the subsurface behavior of injected $CO_2$. The storage site was 150 m thick saline aquifer located 825 m under the continental shelf. It was assumed that $CO_2$ leak was happened through the fault located 1,000 m away from the injection well. The injected $CO_2$ could migrate through the aquifer by both pressure difference driven by injection and buoyancy force. The enough pressure differences made it possible the $CO_2$ to migrate to the bottom of the fault. The $CO_2$ could be leaked to seabed through the fault due to the buoyancy force. Prior to leakage of the injected $CO_2$, the formation water leaked to seabed. When $CO_2$ reached the seabed, leakage of formation water stopped but the same amount of sea water starts to flow into the underground as the amount of leaked $CO_2$. To analyze the effect of injection rate on the leakage behavior, the injection rate of $CO_2$ was varied as 0.5, 0.75, and $1MtCO_2/year$. The starting times of leakage at 1, 0.75 and $0.5MtCO_2/year$ injection rates are 11.3, 15.6 and 23.2 years after the injection, respectively. The leakage of $CO_2$ to the seabed continued for a period time after the end of $CO_2$ injection. The ratios of total leaked $CO_2$ to total injected $CO_2$ at 1, 0.75 and $0.5MtCO_2/year$ injection rates are 19.5%, 11.5% and 2.8%, respectively.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.1
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• pp.26-32
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• 2017

Enlargement and speed-up of a ship and diversification of ship's type have served to greatly increase the importance of marine transport means. It's reported that accident occurrence frequency of collision is high next to engine damage among the ship accident types, and that the accident ratio according to human factors is also high. In addition, ship accidents come to occur caused by complex cause factors rather than a sole cause factor, it is necessary to investigate the cause factors through the written verdict. This study proposed the cause factors of collision ship accident on the basis of human factors in collision ship accident among the written verdicts provided by the Korean Maritime Safety Tribunal, and inquired into the cause factor and effect through the correlation analysis of accident occurrence factors. Also, this study predicted the collision accident through analyzed the major cause factor of the occurrence at the zero minute when collision on the basis of the time taken from the time point of detecting collision of ships to the time point of collision occurrence. This study used commercial software-Statistical Package for Social Sciences (SPSS Ver21.0) to do correlation analysis. For time analysis, this study analyzed the cause factor and time by analyzing the time taken from the time point of detected ships to the time point of collision occurrence on the basis of the written verdicts. The study analysis showed that there were many cases of collision ship accidents occurrence caused by more than two sorts of cause factors, and that the case (zero minute) where there is no time to spare for collision avoidance accounted for 36.1 %, and negligence in guard or surveillance of the other ship, and sailing while drowsy, or drinking was a contributor to an accident. Poor watch keeping is very strong relationship with pool ready for sail.

• Journal of Internet Computing and Services
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• v.22 no.6
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• pp.25-32
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• 2021

In line with future changes in the marine environment, Aids to Navigation has been used in various fields and their use is increasing. The term "Aids to Navigation" means an aid to navigation prescribed by Ordinance of the Ministry of Oceans and Fisheries which shows navigating ships the position and direction of the ships, position of obstacles, etc. through lights, shapes, colors, sound, radio waves, etc. Also now the use of Aids to Navigation is transforming into a means of identifying and recording the marine weather environment by mounting various sensors and cameras. However, Aids to Navigation are mainly lost due to collisions with ships, and in particular, safety accidents occur because of poor observation visibility due to sea fog. The inflow of sea fog poses risks to ports and sea transportation, and it is not easy to predict sea fog because of the large difference in the possibility of occurrence depending on time and region. In addition, it is difficult to manage individually due to the features of Aids to Navigation distributed throughout the sea. To solve this problem, this paper aims to identify the marine weather environment by estimating sea fog level approximately with images taken by cameras mounted on Aids to Navigation and to resolve safety accidents caused by weather. Instead of optical and temperature sensors that are difficult to install and expensive to measure sea fog level, sea fog level is measured through the use of general images of cameras mounted on Aids to Navigation. Furthermore, as a prior study for real-time sea fog level estimation in various seas, the sea fog level criteria are presented using the Haze Model and Dark Channel Prior. A specific threshold value is set in the image through Dark Channel Prior(DCP), and based on this, the number of pixels without sea fog is found in the entire image to estimate the sea fog level. Experimental results demonstrate the possibility of estimating the sea fog level using synthetic haze image dataset and real haze image dataset.

• Journal of the Korean Society of Marine Environment & Safety
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• v.12 no.4 s.27
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• pp.293-300
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• 2006

Domestic laws such as Korea Marine Pollution Prevention Law (KMPPL) which has been mae and amended according to the conclusions and amendments of various international conventions for the prevention a marine pollution such as MARPOL 73/78 were reviewed and compared with the major contents of the relevant international conventions. Alternative measures for legislating new laws or amending existing laws such as KMPPL for the acceptance of major contents of existing international conventions were proposed. Annex VI of MARPOL 73/78 into which the regulations for the prevention of air pollution from ship have been adopted has been recently accepted in KMPPL which should be applied to ships which are the moving sources of air pollution at sea rather tlnn in Korea Air Environment Conservation Law which should be applied to automobiles and industrial installations in land. The major contents of LC 72/95 have been accepted in KMPPL However, a few of substances requiring special care in Annex II of 72LC, a few of items in characteristics and composition for the matter in relation to criteria governing the issue of permits for the dumping of matter at sea in Annex III of 72LC, and a few of items in wastes or other matter that may be considered for dumping in Annex I of 96 Protocol have not been accepted in KMPPL yet. The major contents of OPRC 90 have been accepted in KMPPL. However, oil pollution emergency plans for sea ports and oil handling facilities, and national contingency plan for preparedness and response have not been accepted in KMPPL yet. The waste oil related articles if Basel Convention, which shall regulate and prohibit transboundary movement of hazardous waste, should be accepted in KMPPL in order to prevent the transfer if scrap-purpose tanker ships containing oil/water mixtures and chemicals remained on beard from advanced countries to developing and/or underdeveloped countries. International Convention for the Control if Harmful Anti-Fouling Systems on the Ships should be accepted in KMPPL rather tlnn in Korea Noxious Chemicals Management Law. International Convention for Ship's Ballast Water/Sediment Management should be accepted in KMPPL or by a new law in order to prevent domestic marine ecosystem and costal environment from the invasion of harmful exotic species through the discharge of ship's ballast water.

• Maritime Security
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• v.7 no.1
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• pp.31-60
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• 2023

This study proposes a new convergence weapon system that combines the covert placement and detection abilities of a self-propelled mobile mine with the rapid tracking and attack abilities of supercavitating rocket torpedoes. This innovative system has been designed to counter North Korea's new underwater weapon, 'Haeil'. The concept behind this convergence weapon system is to maximize the strengths and minimize the weaknesses of each weapon type. Self-propelled mobile mines, typically placed discreetly on the seabed or in the water, are designed to explode when a vessel or submarine passes near them. They are generally used to defend or control specific areas, like traditional sea mines, and can effectively limit enemy movement and guide them in a desired direction. The advantage that self-propelled mines have over traditional sea mines is their ability to move independently, ensuring the survivability of the platform responsible for placing the sea mines. This allows the mines to be discreetly placed even deeper into enemy lines, significantly reducing the time and cost of mine placement while ensuring the safety of the deployed platforms. However, to cause substantial damage to a target, the mine needs to detonate when the target is very close - typically within a few yards. This makes the timing of the explosion crucial. On the other hand, supercavitating rocket torpedoes are capable of traveling at groundbreaking speeds, many times faster than conventional torpedoes. This rapid movement leaves little room for the target to evade, a significant advantage. However, this comes with notable drawbacks - short range, high noise levels, and guidance issues. The high noise levels and short range is a serious disadvantage that can expose the platform that launched the torpedo. This research proposes the use of a convergence weapon system that leverages the strengths of both weapons while compensating for their weaknesses. This strategy can overcome the limitations of traditional underwater kill-chains, offering swift and precise responses. By adapting the weapon acquisition criteria from the Defense force development Service Order, the effectiveness of the proposed system was independently analyzed and proven in terms of underwater defense sustainability, survivability, and cost-efficiency. Furthermore, the utility of this system was demonstrated through simulated scenarios, revealing its potential to play a critical role in future underwater kill-chain scenarios. However, realizing this system presents significant technical challenges and requires further research.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.7 no.1
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• pp.19-25
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• 2003

The radio communications by SSB and VHF transceivers are still used very efficiently in coast stations. The SSB and VHF equipments are very important to transmit and receive informations in the sea and the land. The communication system by the conventional SSB and VHF transceivers between a coast station and a terminal is an one-to-one system. In this dissertation, however, the conventional one-to-one system is expanded to one-to-multiple systems. Then, frequencies can be used effectively for distress, urgency, safety traffic. In addition, one to multi-number systems can be used to interrupt. When the ICS equipments are set up to the VHF transceiver. It is possible to communicate with ship in far distance the communication range can be enlarged. The line switching system by the ICS is to be remote-controlled by ASK modulated PTT signals and audio signals. An ICS can change a connection between terminal and transceiver through a circuit switching system at any time. For this purpose, the author has researched and developed a ASK transmission system, ICS system, control algorithm, multiprocessor system, and monitoring system. As a conclusion, the developed line switching control systems and equipments can be used effectively for maritime communication, military communication, fishery communication, etc.

• Journal of Navigation and Port Research
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• v.38 no.4
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• pp.379-384
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• 2014

In case of sunken tankers, remaining-oil recovery operation should be conducted due to possible oil spill accident. However, the deep sea operation make difficulties in checking the completion of remaining oil recovery process, therefore the work termination procedure is very important. In this paper, a reasonable work termination procedure through the comparison and analysis of two cases(Youil No.1 and Osung No.3, Kyung-Shin) which were performed in different method, using disparate equipment. By investigating previously applied methods and techniques, work speed, safety and expenses were compared. The proposed ending procedure of the remaining-oil recovery project is to recover the remaining oil from each cargo tanks and to clean up such tanks whilst an independent surveyor proceeds to a confirmation procedure whereby said surveyor checks out whether any remaining oil exists by putting a stick in each cleaned up tanks and opening up the hatch cover of the tanks or the top place of the tanks to confirm the cleanness of oil. Such procedure shall be done through discussion by the ordering party, contractor and the independent surveyor all together with a flexible application.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.37 no.8
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• pp.781-788
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• 2013

Predicting the engine component temperature is a basic step to conduct structural safety evaluation in medium-speed diesel engine design. Recent trends such as increasing power density and performance necessitate more effective thermal management of the engine for achieving the desired durability and reliability. In addition, the local temperatures of several engine components must be maintained in the proper range to avoid problems such as low- or high-temperature corrosion. Therefore, it is very important to predict the temperature distribution of each engine part accurately in the design stage. In this study, the temperature of an engine component is calculated by using steady-state conjugate heat transfer analysis. A proper approach to determine the thermal load distribution on the thermal boundary area is suggested by using 1D engine system analysis, 3D transient CFD results, and previous experimental data from another developed engine model. A Hyundai HiMSEN engine having 250-mm bore size was chosen to validate the analysis procedure. The predicted results showed a reasonable agreement with experimental results.