• Proceedings of KOSOMES biannual meeting
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• 2008.05a
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• pp.101-104
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• 2008

Inspection of Ship for the Prevention of Marine Pollution, that is After checking system of Marine Pollution according to the 115th of the Law of the Marine Environmental Management, that has been Marine Environmental Surveillant working on the Korea Coast Guard, aboard a ship, inspect to the normal operating q the Marine pollution Prevention Equipment and to Keep, Recording and Management well of All Recording Book of Marine Pollution Materials and to Check the treat results that dust oil and waste mater and discharge from ship during 30years, from 1978 to 2007 year. We offered the new inspection system that the Self Monitoring System that is the ship owner and Captain Voluntary Management the Marine Pollution Equipment for the prevent the marine pollution for the Unburden the Economical Activities and Unbiased of Ship's Crew.

• Journal of the Korean Institute of Navigation
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• v.16 no.2
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• pp.41-52
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• 1992

It is, as everyone knows, very important for human beings to protect and conserve marine environment. We has believed the ocean is so wide and deep that it cannot be polluted. But it has begun to doubt the capacity of self-purification of the ocean due to pollution arising from marine casualities. It has proved that semi-enclosed sea is likely to be polluted and cannot be restored easily once pollution occurs. Therefore, first of all it is important to take preventive measures for prevention of marine pollution in the semi-enclosed sea like the Yellow Sea. Many of regional conventions for prevention of marine pollution have come into existence. this dissertation was set out for the fact that the Yellow Sea is semi-enclosed sea which is vulnerable to marine pollution. It is desirable not to deal with marine preservation of the Yellow Sea by a single exclusively but to deal with it by cooperation of all coastal states under the present circumstances. I proposed a program of regional cooperation to protect and conserve the Yellow Sea. This program must be progressed with gradual arrangements. First, they must establist a basic cooperation committee to work basic affairs on the protection of marine environment within the Yellow Sea. The Committee Mainly play parts of study and research concerned with pollution of the Yellow Sea in the non-governmental side and consist of legal and scientific experts. Second, they must establish the control Committee to prevent marine pollution of the Yellow Sea substantially. There is a reason that regional cooperation cannot be directly concluded with the regional tready. Because there is a problem of Recognition of States left. In principle, a subject of tready must be a state in the International Law. But they have not made Recognition of State which is demanded by International Law between North and South Koreas. Therefore, the Control committee must play a substantial part of prevention from pollution instead of the treaty. Finally, we concluded tentatively named $\ulcorner$Convention on Regional Cooperation for Protection of Marine Environment of the Yellow Sea from Pollution$\lrcorner$ if the matter is settled which is related to Recognition of States in the International Law.

• Journal of the Korean Institute of Navigation
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• v.17 no.2
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• pp.29-56
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• 1993

The International Convention for the Prevention of Pollution from Ship, 1973, as modified by the Proto-col of 1978 relating thereto, well known as MARPOL 73/78, is probably the most important international agreement on the subject of marine pollution. The main purpose of the Convention is to reduce the total oil remaining on board vessel to minimum. MARPOL is a combination of different sets of rules on oil, chemicals, noxious substances in package forms, sewage and garbage as shown on each Annex. Since the Convention has globally set forth in 1973, it has amended so often whenever reasonable articles are requi-red by contracting states under guidelines of IMO. The amendments, for instance, have continuously perfo-rmed more than 8 times regarding articles, protocols, and five annexes because the original text was badly drafted as the control measures were expressed in general way. This paper, therefore, is intend to summa-rize a main point relating to each amendment, so that persons who have an interest in the Convention would be completely understand for practical implementation. Especially, for legislative purpose or annen-dement of domestic law, it could timely be contributable if specific consolidation and unified interpretations are followed with this paper. Consequently it is much more worth to study for preventing marine pollution from ship with tracing every moment whenever the Convention formally adopted through amending up-to-data.

• Journal of the Korean Society for Marine Environment & Energy
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• v.12 no.2
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• pp.75-83
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• 2009

In order to understand the impacts of the construction of artificial sea dikes on carbon cycle in Samangeum area being a closed environment after April, 2006, we had measured suspended particulate matters, particulate and dissolved organic carbon in the surface water of inner Saemangeum dike from 2003 to 2006. The significant inputs of suspended particulate matter and organic carbon were mainly occurred during the wet season which suggests that most organic matter loading is concentrated within a short period of time inside the dike. The concentrations of particulate matter and organic carbon have gradually increasing every year inside of dike from the Mangyeong river estuary to Saemangeum dike, which has been closed since 2003 after the construction of the 4th dike. The particulate organic carbon increased due to the phytoplankton blooms by eutrophication. If the large portion of particulate organic matter produced in the surface water sink to the bottom sediment, this will cause the anoxic condition in this closed environment.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.6
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• pp.744-753
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• 2021

This study suggests ways to improve the standard test method and judgment criterion for the "Eco-toxicity Test" based on the rules and regulations provided in 'performance and qualifying test standards for marine pollution prevention materials and chemicals' in the Republic of Korea. Compared with the relevant references of other countries, this study attempted to find the limitations in the existing standards. As for the growth inhibition test of algae using Skeletonema costatum as an indicator, applying comparative analysis to measure specific growth rates, together with statistical analysis, instead of applying current methods, judged by the appearance of colors from the culture medium was suggested. Considering the exponential growth phase of the test species, the test duration was suggested to be reduced to less than four days. For the test with fish as an indicator, resetting the appropriate body size was suggested to, show consistent sensitivity against chenicals applied during testing. Furthermore, it is necessary to consider the criteria needs, which should be established in reasonable and objective ways. For the testing species, marine rotifer, Brachionus plicatilis could be a replacement for Artemia sp., and a bivalve for fish in the test. To improve the performance effectiveness of the "Eco-toxicity test", it is worth considering the designation of accredited testing institutes, by placing it in the same loop. Thus it is also expected to have a reliable management system in place, having the capacity of cost calculation properly and adjusting testing items if required.

• 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.

• Atmosphere
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• v.20 no.3
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• pp.379-386
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• 2010

Impact of global warming on the ocean environment is reviewed based on most recently published publications. The most significant impact of global warming on marine environment is due to the melting of mountain and continental glaciers. Ice melting causes slow down and/or shut down of thermohaline circulation, and makes hypoxic environment for the first time, then makes anoxic with time. This can cause decreasing biodiversity, and finally makes global extinction of animals and plants. Furthermore, global warming causes sea-level rise, soil erosion and changes in calcium carbonate compensation depth (CCD). These changes also can make marine ecosystem unstable. If we emit carbon dioxide at a current rate, the global mean temperature will rise at least $6^{\circ}C$ at the end of this century, as predicted by IPCC (Intergovernmental Panel on Climate Change). In this case, the ocean waters become acidic and anoxic, and the thermohaline circulation will be halted, and marine ecosystems collapsed.

• Ocean and Polar Research
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• v.37 no.4
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• pp.341-356
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• 2015

A nation has a sovereign right to develop and use its natural resources according to its policies with regard to development and the relevant environment. A nation also has an obligation not to harm other countries or damage environments of neighboring countries as consequences of such actions of developments or use of natural resources. However, international precedents induce a nation to take additional actions not to cause more damages from the specific acts causing environmental damages beyond national borders, when such acts have economic and social importance. That is to say that there is a tendency to resolve such issues in a way to promote the balance between the mutual interests by allowing such actions to continue. A solution to China's Three Gorges Dam dilemma based on a soft law approach is more credible than relying on a good faith approach of national responsibilities and international legal proceedings since the construction and operation of the dam falls within the category of exercising national sovereign rights. If a large scale construction project such as the Three Gorges Dam or operation of a nuclear power plant causes or may cause environmental damage beyond the border of a nation engaged in such an undertaking, countries affected by this undertaking should jointly monitor the environmental effects in a spirit of cooperation rather than trying to stop the construction and should seek cooperative solutions of mutual understanding to establish measures to prevent further damages. If China's Three Gorges Dam construction and operation cause or contain the possibility of causing serious damages to marine environment, China cannot set aside its national responsibility to meet international obligations if China is aware of or knows about the damage that has occurred or may occur but fail to prevent, minimize, reverse or eliminate additional chances of such damages, or fails to put in place measures in order to prevent the recurrence of such damages. However, Korea must be able to prove a causal relationship between the relevant actions and resulting damages if it is to raise objections to the construction or request certain damage-prevention actions against crucial adverse effects on the marine environment out of respect for China's right to develop resources and acts of use thereof. Therefore, it is essential to cumulate continuous monitoring and evaluations information pertaining to marine environmental changes and impacts or responses of affected waters as well as acquisition of scientific baseline data with observed changes in such baseline. As China has adopted a somewhat nonchalant attitude toward taking adequate actions to protect against marine pollution risks or adverse effects caused by the construction and operation of China's Three Gorges Dam, there is a need to persuade China to adopt a more active stance and become involved in the monitoring and co-investigation of the Yellow Sea in order to protect the marine environment. Moreover, there is a need to build a regular environmental monitoring system that includes the evaluation of environmental effects beyond borders. The Espoo Convention can serve as a mechanism to ease potential conflicts of national interest in the Northeast Asian waters where political and historical sensitivities are acute. Especially, the recent diplomatic policy advanced by Korea and China can be implemented as an important example of gentle cooperation as the policy tool of choice is based on regional cooperation or cooperation between different regions.

• Journal of the Korean Society for Marine Environment & Energy
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• v.9 no.4
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• pp.193-202
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• 2006

The Consultative Meeting of the Convention on the Prevention of Marine Pollution by Dumping of Wastes and other matter, 1972 (London Convention 1972) has requested to International Maritime Organization (IMO) Marine Environmental Protection Committee to collaborate and help clarify a boundary issue between International Convention for the Prevention of Pollution from Shops, 1973 as modified by the Protocol of 1978 (MARPOL) and the London Convention concerning 'dumping' versus 'discharges' during normal operations of ships in 2004, and subsequently established a Joint London Convention/MEPC Correspondence Group. The Contracting Parties to London Convention expressed their environmental concerns on the broad interpretation of the "cargo-associated wastes" by the States, which could be discharged by ships under MARPOL. Regulatory regimes for the cargo residues appear to vary among states. Some countries require fur ships to discharge their cargo wastes into the port reception facility and IMO also recommends doing so. This paper examines the related current national and international legal texts for the regulation of disposal of wastes from ships in order to analyze the current global concern on the marine pollution associated with waste discharge during operations of ships. In particular, we attempt to evaluate the likely marine environmental consequences arising from the disposal of cargo residue using an hypothetical case for the coal cargo residue among bulk cargos in this paper, since location, magnitude and frequency of the discharge of coal cargo residues into the sea adjacent to Korean Peninsula are not readily available. The cargo residues may be discharged to the sea according to MARPOL 73/78; however, its marine environmental consequences can be significant depending upon the characteristics and amounts of wastes to be discharged. Also the public tolerance of the environmental consequences would be widely different among nations. Multilateral environmental agreements, in general, more strictly apply their rules if there are other options to disposal at sea, i.e. port reception facility in this case. Therefore, port reception facilities for the wastes generated by ships are recommended to be further constructed in major national ports in order to reduce the risk of environmental damages during the operations of ships.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.3
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• pp.269-277
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• 2019

Since 2020, according to the International Convention for the Prevention of Pollution from Ships (MARPOL) amended in 2016, each Administration shall transfer the annual fuel consumption of its registered ships of 5,000 gross tonnage and above to the International Maritime Organization (IMO) after verifying them. The Administration needs stacks of materials, which must not be manipulated by ship companies, including the Engine log book and also bears an administrative burden to verify them by May every year. This study considers using the Automatic Identification System (AIS), mandatory navigational equipment, as an objective and efficient tool among several verification methods. Calculating fuel consumption using a ship's speed in AIS information based on the theory of a relationship between ship speed and fuel consumption was reported in several examples of relevant literature. After pre-filtering by excluding AIS records which had speed errors from the raw data of five domestic cargo vessels, fuel consumptions calculated using Excel software were compared to actual bunker consumptions presented by ship companies. The former consumptions ranged from 96 to 123 percent of the actual bunker consumptions. The difference between two consumptions could be narrowed to within 20 percent if the fuel consumptions for boilers were deducted from the actual bunker consumption. Although further study should be carried out for more accurate calculation methods depending on the burning efficiency of the engine, the propulsion efficiency of the ship, displacement and sea conditions, this method of calculating annual fuel consumption according to the difference between two consumptions is considered to be one of the most useful tools to verify bunker consumption.