• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.2C
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• pp.119-131
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• 2010

In this study, beneficial use of ocean contaminated sediments were investigated by laboratory and environmental tests, and their prototypes were released. Dredged material from Ulsan port is used for making cement treated samples and lightweight foamed samples, and various engineering tests were performed to identify the compressibility and stress-strain behaviors. Environmental tests were also performed for the beneficial uses. The values of Cu are a little higher than the suggested standard possible for reusing dredged material and equal to the suggested standard alarming for reusing dredged material, which shows environmental harmfulness for the reuse of construction material. In addition, particle size distribution, compaction test, Atterberg limit tests, specific gravity test, and unit weight test were performed to investigate the use of landfill cover materials. The shear strengths of cement treated soils were found to be enough for reclamation works.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.31 no.6
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• pp.468-477
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• 2019

The numerical model of Boussinesq approximation, which is mainly used for evaluating the port calmness due to the irregular waves, has a limit of applicability of lattice size in ports such as marinas with narrow port openings of around 30m. The SWASH model controls the partial reflection according to the depth, porosity coefficient and structure size when applying the reflected wave incident on the structure and terrain. In this study, the partial reflection evaluation at the front of the structure according to the bottom shape and the shape of the structure are examined. In order to evaluate the reproducibility of the model due to the diffraction waves entering the term, the area of incidence at right angles and inclination of the structure is constructed and compared with the diffraction theory suggested by Goda et al. (1978). The experimental results of the sectional structure reflectances calculated as the depth mean show reflectances similar to the approximate values of the reflectances presented by Stelling and Ahrens (1981). It is considered that the reflected wave is well reproduced according to the control of the reflected wave at the boundary and the shape and topography of the structure. Compared with previous studies to examine the diffraction of the wave incident from the breakwater opening, the wave incidence angle and the shape of the diffraction wave are very similar to the theoretical values, but both oblique and rectangular incidence In the case where the direction concentration is small, the diffraction degree is underestimated in some sections with the crest ratio of 0.5 to 0.6.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.5
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• pp.572-580
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• 2019

In view of the numerous discussions on global environmental issues, policies have been implemented to limit emissions in the field of marine transport, which accounts for a major part of international trade. In this study, a ship's emissions were calculated by applying the engine load factor to determine the total quantity of emissions based on the ship's speed reduction. For ships entering and leaving the Busan North Port from 1 January to 31 December 2017, emissions were calculated and analyzed based on the ship's type and its speed in the reduced speed zone (RSZ), which was set to 20 nautical miles. The comparison of the total amount of emissions under all situations, such as cruising, maneuvering, and hotelling modes revealed that the vessels that generated the most emissions were container ships at 76.1 %, general cargo ships at 7.2 %, and passenger ships at 6.8 %. In the cruising and maneuvering modes, general cargo ships discharged a lesser amount of emission in comparison with passenger ships; however, in the hotelling mode, the general cargo ships discharged a larger amount of emission than passenger ships. The total emissions of nitrogen oxides (NOx), sulphur oxides (SOx), particulate matter (PM), and volatile organic compounds (VOC), were 49.4 %, 45 %, 4 %, and 1.6 %, respectively. Furthermore, the amounts of emission were compared when ships navigated at their average service speed, 12, 10, and 8 knots in the RSZ, respectively. At 12 knots, the reduction in emissions was more than that of the ships navigating at their average service speed by 39 % in NOx, 40 % in VOC, 42 % in PM, and 38 % in Sox. At 10 knots, the emission reductions were 52 %, 54 %, 56 %, and 50 % in NOx, VOC, PM, and Sox, respectively. At 8 knots, the emission reductions were 62 %, 64 %, 67 %, and 59 % in NOx, VOC, PM, and Sox, respectively. As a result, the emissions were ef ectively reduced when there was a reduction in the ship's speed. Therefore, it is necessary to consider limiting the speed of ships entering and leaving the port to decrease the total quantity of emissions.

• Journal of the Korean GEO-environmental Society
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• v.7 no.4
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• pp.53-62
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• 2006

Recently, the lateral displacement of the passive piles which are installed under the revetment on the soft ground is very important during the land reclamation work along the coastal line. The revetment on the soft clay develops the lateral displacement of ground when the revetment loading exceeds a certain limit. The lateral displacement of ground causes an excessive deformation of underground structure itself and develops lateral earth pressure against the pile foundation. The subject of study is to investigate the lateral displacement of pile foundation during the construction of container terminal at the ${\bigcirc}{\bigcirc}{\bigcirc}{\bigcirc}$ port in Incheon. The displacement of pile and the vertical settlement were measured in the field and finite element method(FEM) analysis for each construction sequence was performed using AFFIMEX(Ver 3.4). From the comparison of the results from field measurement and the finite element analysis, the settlement of the reventment has already occurred at the time of field measurements. Since then, the noticeable lateral displacement of piles and settlement were occurred during the filling of dredged soil inside the revetment dredging and reclaiming work. After completing filling, the lateral displacement and field settlement were reduced remarkably. Generally, the results from the finite element analysis show larger than those from the measurement.

• Proceedings of the Korean Society of Near Infrared Spectroscopy Conference
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• 2001.06a
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• pp.1253-1253
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• 2001

The ability to accurately assess wine quality is important during the wine making process, particularly when allocating batches of wines to styles determined by consumer requirements. Grape payments are often determined by the quality category of the wine that is produced from them. Wine quality, in terms of sensory characteristics, is normally a subjective measure, performed by experienced winemakers, wine competition judges or winetasting panellists. By nature, such assessments can be biased by individual preferences and may be subject to day-to-day variation. Taste and aroma compounds are often present in concentrations below the detection limit of near infrared (NIR) spectroscopy but the more abundant organic compounds offer potential for objective quality grading by this technique. Samples were drawn from one of Australia's major wine shows and from BRL Hardy's post-vintage wine quality allocation tastings. The samples were scanned in transmission mode with a FOSS NIR Systems 6500, over the wavelength range 400-2500 ㎚. Data analysis was performed with the Vision chemometrics package. With samples from the allocation tastings, the best correlations between NIR spectra and tasting data were obtained with dry red wines. These calibrations used loadings in the wavelengths related to anthocyanins, ethanol and possibly tannins. Anthocyanins are a group of compounds responsible for colour in red wines - restricting the wavelengths to those relating to anthocyanins produced calibrations of similar accuracy to those using the full wavelength range. This was particularly marked with Merlot, a variety that tends to have relatively lower anthocyanin levels than Cabernet Sauvignon and Shiraz. For dry white wines, calibrations appeared to be more dependent on ethanol characteristics of the spectrum, implying that quality correlated with fruit maturity. The correlations between NIR spectra and sensory data obtained using the wine show samples were less significant in general. This may be related to the fact that within most classes in the show, the samples may span vintages, glowing areas and winemaking styles, even though they may be made from only one grape variety. For dry red wines, the best calibrations were obtained with a class of Pinot Noir - a variety that tends to be produced in limited areas in Australia and would represent the least matrix variation. Good correlations were obtained with a tawny port class - these wines are sweet, fortified wines, that are aged for long periods in wooden barrels. During the ageing process Maillard browning compounds are formed and the water is lost through the barrels in preference to ethanol, producing “concentrated” darkly coloured wines with high alcohol content. These calibrations indicated heaviest loadings in the water regions of the spectrum, suggesting that “concentration” of the wines was important, whilst the visible and alcohol regions of the spectrum also featured as important factors. NIR calibrations based on sensory scores will always be difficult to obtain due to variation between individual winetasters. Nevertheless, these results warrant further investigation and may provide valuable Insight into the main parameters affecting wine quality.

• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.4
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• pp.401-406
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• 2010

Vessel Operator has been navigating with subjective sate distance in accordance with night & daytime, fore & aft, port & stbd abeam and visibility situation. This sate distances may different depending on inside & outside harbor limit, current, wind and visibility situation. By now, the concept of proper sate distance between navigating vessels has been adopted in Korea, using the early 1980's foreign data. And the safe distance is being used with the same value without any consideration of inside & outside harbor and the kind of vessel. So it is necessary to evaluate or search proper distance concept based on different sate consciousness of Korean manners. This paper aims to develop the basic model for marine traffic evaluation and the new model of marine traffic congestion. Also this paper proposes the basic control guideline of vessel traffic service center. The result of this study showed that minimum sate distance should be 4.4L forward, 3.1L aft and 26L abeam in case of good visibility in daytime, considering various parameters such as visibility, day and night. Some differences Here found between the existing minimum sate distance and the new minimum sate distance derived from the result of this study.

• Journal of the Korean Institute of Navigation
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• v.19 no.3
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• pp.35-65
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• 1995

The development of Korean shipping industry is maybe defined into three development stages-industry fixing stage, industry coordinating stage, industry development stage-. The development of shipping industry has been depended on the geovernment/authority role such as shipping policy, system, law, rules and regulations. In 1983, Korean shipping industry reorganization and coordination by shipping authority have made our shipping industry on the stable condition together with each company's efforts. Today's world economic environment such WTO/UR negotiation results get this government role limited. According to the being reduced government role, each company's competitive advantage power becomes more important. Besides, korean shipping industry is exposed into the entire and bitter world competition. In order to win and prevent the world shipping competition, it is necessary to look out the competitive advantage power of Korean shipping industry. The first purpose of this study is the situation analysis for competitive advantage power of Korean shipping industry. The second is to compare with our shipping policies with foreign ones concerned with ship, cargo, crew, tax and others. But in order to compare with foreign shipping, this study need their shipping statistics data, this study has some limit of the foreign data. This study has been carried on the basis of the following items. 1. Shipping environment, 2. Ships and ship acquirement(shipbuilding/purchasing), 3. Oceangoing cargo and ship's stowage rate, 4. Human factor in shipping-crew, 5. The incomes and costs in finacial statements. We have some conclusions as following through the this study. First, Korean shipping industry environment-competitive disadvantage situation- has changed rapidly due to the shipping market opening, free market entering of foreign shipping. Second, Korean shipping is disadvantageous due to the high tax rate and financing conditions in connection with ship acquirement. In order to improve the competitive advantage power, the shipping tax system and ship financing conditions should be reviewed to profitable for owners. Third, but both world and Korean oceangoing cargoes quantity have been increased annualy, Korean ship's cargo stowage rate is being decreased. This is serious situation but Korean shipping take well use of foreign vessel with hire. It is recommended to take use of owner's vessel and hired ones in the long range view, considering the world shipping management. But the number of crew has been decreased by 2, 000~3, 000 annualy, it is desirable that the long sea-experienced crew have been increased. Almost of owners usauly complain the crew cost is the main obstacles to competitive advantage power. Human factor is the most important firm's asset. All owners should pay attention to this though, and invest the proper budget to training, education, welfare as much as possible. In the long run this effects could be feedback to owners. Fifth, We must improve the financial statements structure, that is, the first step is to increase income, the second is to decrease cost, the third is to increase income on the same cost, the fourth is to decrease cost on the same income. It is essential to find out what the urgent investment is and what unnecessary cost is. At last, in order to competite world shipping race, each shipping firm must try for himself to retain the power. The government/authority is no longer dependable. I believe that each firm's power will be the industry's power, the industry's power will be the nations's power.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.6
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• pp.639-646
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• 2016

In order to establish an operational standard based on ship size, this study considered a specific safety management plan for Ulsan along with international standards, analyzed the results of mooring safety assessment at four vulnerable piers and suggests cargo stoppage and emergency unberthing standards as follows. In accordance with ship characteristics, ships of less than 10,000 tons are recommended to limit their activities for wind speeds of 18-21 m/s and wave heights of 1.0-1.5 m. Ships from 10,000-50,000 tons are recommended to observe wind speeds of 17-20 m/s and wave heights of 1.2-1.5 m, while, ships of 50,000-100,000 tons are recommended wind speeds of 15-19 m/s and wave heights of 1.5 m. Ships of more than 100,000 tons are recommended wind speeds of 14-18 m/s and wave heights of 1.5 m.

• Proceedings of the KSRS Conference
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• v.1
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• pp.34-37
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• 2006

When tsunami waves propagate across open ocean they are steered by Coriolis force and refraction due to gentle gradients in the bathymetry on scales longer than the wavelength. When the wave encounters steep gradients at the edges of continental shelves and at the coast, the wave becomes non-linear and conservation of momentum produces squirts of surface current at the head of submerged canyons and in coastal bays. HF coastal ocean radar is well-conditioned to observe the current bursts at the edge of the continental shelf and give a warning of 40 minutes to 2 hours when the shelf is 50-200km wide. The period of tsunami waves is invariant over changes in bathymetry and is in the range 2-30 minutes. Wavelengths for tsunamis (in 500-3000 m depth) are in the range 8.5 to over 200 km and on a shelf where the depth is about 50 m (as in the Great Barrier Reef) the wavelengths are in the range 2.5 - 30 km. It is shown that the phased array HF ocean surface radar being deployed in the Great Barrier Reef (GBR) and operating in a routine way for mapping surface currents, can resolve surface current squirts from tsunamis in the wave period range 20-30 minutes and in the wavelength range greater than about 6 km. There is a trade-off between resolution of surface current speed and time resolution. If the radar is actively managed with automatic intervention during a tsunami alert period (triggered from the global seismic network) then it is estimated that the time resolution of the GBR radar may be reduced to about 2 minutes, which corresponds to a capability to detect tsunamis at the shelf edge in the period range 5-30 minutes. It is estimated that the lower limit of squirt velocity detection at the shelf edge would correspond to a tsunami with water elevation of less than 5 cm in the open ocean. This means that the GBR HF radar is well-conditioned for use as a monitor of small and medium scale tsunamis, and has the potential to contribute to the understanding of tsunami genesis research.

• Korean Journal of Optics and Photonics
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• v.17 no.1
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• pp.89-93
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• 2006

We investigate a method to improve the extinction ratio of directional couplers by controlling the angle of approach to their input ports and controlling the error limit for improving the extinction ratio of the directional coupler. Although relatively large angle of approach to the input port usually causes an error in calculations made by mode propagation analysis(MPA), optimally designed angle of approach not only minimizes errors in MPA calculations but also can improve extinction ratio by precision control of coupling coefficients of optical modes. We show that abrupt changes in approaching angle, although not enough to cause modal leakage, give rise to field-profile overshooting, which degrades extinction ratio and other properties of the directional coupler. Using Beam Propagation Method (BPM) we calculate two types of input structures, linear and curved, for optimization of extinction ratio.