• Journal of the Korean Society of Marine Environment & Safety
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• v.10 no.2 s.21
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• pp.55-60
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• 2004

As GNP increases, many peoples need the seafood with high quality. In Korea, aquaculture is one of major incomes for fishing households and records $50.6\%$ of total incomes for domestic fishery. The loss of aquaculture farm due to thievery at sea increases every year. In this research, we propose the system model for development of radar surveillance system, which protects aquaculture farms. For the proposed system, general requirements are described Our system is cost-effective when it is applied to domestic fishing households.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.3
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• pp.286-295
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• 2016

With the results of observations in 2013 and 2014 including ocean buoys, in-situ investigations and wind data, we examined the spatio-temporal variation of cold water masses along the eastern coast of Korea. Usually, a cold water mass first appears along the northern part of the eastern coast from May to July, and then along the southern part of the eastern coast from late June to mid-August. Cold water masses appear 3~5 times a year and remain for 5~20 days in the southwestern part of the East Sea. A distinctive cold water mass appeared usually in mid-July in this area, the surface temperature of which was below $10^{\circ}C$ in some cases. During the appearance of a cold water mass in the southwestern part of the East Sea, the horizontal temperature gradient was large at the surface and a significant low water temperature below $8^{\circ}C$ appeared at the bottom level. This appearance of cold water masses clearly corresponded to southwesterly winds, which generated coastal upwelling.

• Journal of the Korean Institute of Navigation
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• v.20 no.3
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• pp.43-63
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• 1996

The purpose of this study is to find out what is the functional role of VTS in order to get the people concerned with marine traffic/transportation understand about VTS. VTS could be described as the essential risk management system in both cost effective on cost-benefit analysis and the sea space or time management at port, coastal environment. The important role of the VTS are those functions such as the decision making infrastructure, the passive/active safety measures at sea. VTS could not control/regulate marine traffic as strong as ATC(Air Traffic Control) owing to the marine traffic characters. However, the right and responsibility of VTS finally are belong to the master, pilot and mariners. For the benefit of the electronic technology development, VTS system also cloud be upgraded to communication system from information system. In connection with these system upgrading, the right and responsibility of VTS/staff should be supported by domestic legal system. The followings are presented for VTS to be effective. First, the cooperation and understanding of VTS between the peoples concerned with marine traffic/transportation are essential. Because they are all data supplier and also information consumers. Second, VTS staff/regulator should be selected, educated, trained accordingly as per their career, ability, quality, qualification, certification and etc. Third, the port reliability from VTS users depends on the factors such as economic interests, safety and effectiveness/efficiency of VTS.

• Journal of Advanced Navigation Technology
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• v.10 no.3
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• pp.226-234
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• 2006

Aids to Navigation is one of the most important facility for safety at sea. However, in terms of position there always exists discrepancy in inventory by media and/or organizational body who maintains the facility which may result in incredibility for navigator's position fixing or hazard avoidance. This paper suggests two major factors as the causes of the position error when they design, install and survey the aids to navigation. One is the function of direction of tide and water depth which makes swinging circle. The other is a variable value by time resulting from multiple coordination of satellites in contact. This paper aims to minimize inaccuracy by verifying its reason through numerical analysis over inherent position error.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.6
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• pp.678-686
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• 2019

In this study, marine heat waves on coastal waters of Republic of Korea were detected using satellite-based Sea Surface Temperature Anomaly (SSTA). The detected results were compared with the warm water issues reported by the National Institute of Fisheries Science (NIFS). Marine heat waves detection algorithm using SSTA based on a threshold has proposed. The threshold value was defined as 2℃ for caution and 3℃ for warning issues, respectively. Daily averaged SST data from July to September of 2017-2018 were used to generate SSTA. The satellite-based detection results were classified into nine areas according to the place names used in the NIFS warm water issues. In the comparison of frequency of marine heat waves occurrence to each area with the warm water issue, most areas in the southern coast showed a similar pattern, that is probably NIFS uses spatially well distributed buoys. On the other hand, other sea areas had about two times more satellite detection results. This result seems to be because NIFS only considers the water temperature data measured at limited points. The results of this study are expected to contribute to the development of a satellite-based warm/cold water monitoring system in coastal waters.

• Journal of the Korean Society of Marine Environment & Safety
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• v.18 no.2
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• pp.101-114
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• 2012

The physico-chemical characteristics including water temperature, salinity, dissolved oxygen(DO), chemical oxygen demand (COD), chlorophyll-a(Chl. a), suspended particulate matter(SPM) and dissolved inorganic nutrients were investigated in the Garolim Bay, Yellow Sea, Korea in 2010 carried out six times per year at 11 fixed stations by Korea Fisheries Research & Development Institute. The water temperature, salinity, COD, dissolved inorganic nutrients, Chl. a and SPM showed significant difference between surface and bottom water but the other parameters didn't. There were not significant difference between stations. The water temperature showed typical change patterns of the temperate seawater. The annual average of salinity showed more than 31 so that there could not have occurred low saline water. The average of DO from June to August showed over than 3mg/L which showed higher than the below standard value of the hypoxic (oxygen-deficient) water. The average of Chl. a varied $1.68{\mu}g/L$ at surface, $2.38{\mu}g/L$ at bottom layer in June and $1.68{\mu}g/L$ at surface, $1.57{\mu}g/L$ at bottom layer at August. The dissolved inorganic nutrients showed high concentration in February and low concentration in August due to the limitation of the freshwater input in summer and phytoplankton used to the dissolved inorganic nutrients. The ratio of DIN/DIP showed 30.52 at surface and 37.89 at bottom layer in June which was higher than other month. The SPM was 44.15mg/L at bottom layer in February which was the highest value in this study due to the northwest monsoon. Because of the actively water change in the open sea without inflow of freshwater from land in Garolom Bay, there were not occurred low saline water and hypoxic water. thus, this Bay showed good water quality and required to be conserved continuously as important costal area for fisheries.

• Journal of Fisheries and Marine Sciences Education
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• v.5 no.1
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• pp.15-22
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• 1993

The Maritime Traffic Safety Law of P. R. China has not the legal nature of navigation rule which regulates the vessel traffic directly but has the legal nature of management to ensure the safety and good order of the whale marine traffic. For that reason, the legal status of this Law is a general basic norm for the marine safety regulations rather than a definite enforcement regulation. This Law does not have any clear statements on adaptation of the steering and sailing rules of the International Regulations for Preventing Collisions at Sea, but it can be presumed the Convention would be applied on the viewpoint of the international practice. The subject matter of this Law is easily understandable, because the IMO and shipping countries have already made similar legislation. Since the maritime traffic condition of the P. R. China also has a direct effect upon the Korean coastal waters, it is essential to observe closely the process of enforcement and development of the P. R. China's Maritime Traffic Safety Law.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.686-693
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• 2018

After the Sewol ferry-sinking incident in 2014, the public interest in safety at sea increased. In order to save and secure the initial response time required for sea rescues, not only the rescue organization, but also the victim needs to save and maintain golden time to secure the necessary time for rescue personnel. The purpose of this study was to investigate ways to maintain the psychological stability of victims during their rescue in the case of a mass rescue operation by using the oil boom installed on board oil spill response vessels. Through buoyancy tests and the development of oil booms in sea areas, it confirmed the buoyancy of two adults weighing 70 kg each per meter of oil boom could be maintained when a lifeline was installed on the side of the oil boom, and that it was possible to keep afloat four persons weighing 70 kg each on both sides of the oil boom. It also confirmed the buoyancy for three adults weighting 70 kg each per eight meters was maintained when riding on the top of the oil boom. As a method of rescue, it was found that the fastest and most accurate way to rescue victims was a rescue boat held at the rear end of the oil boom to lead to victims. In conclusion, the rescue team could utilize the oil boom installed on board the oil spill response vessel located near the marine accident site to save and secure the initial response time required for the rescue team to arrive. The victims in distress holding onto the lifeline or riding on the top of oil boom kept afloat at sea could maintain their psychological stability until the mass rescue operation initiated.

• Fisheries and Aquatic Sciences
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• v.19 no.4
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• pp.17.1-17.9
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• 2016

The seasonal variation of fecal coliforms (FCs) and physicochemical factors was determined in seawaters of the Hansan-Geojeman area, including a designated area for oyster, and in inland pollution sources of its drainage basin. The mean daily loads of FCs in inland pollution sources ranged from $1.2{\times}10^9$ to $3.1{\times}10^{11}$ most probable number (MPN)/day; however, the pollutants could not be reached at the designated area. FC concentrations of seawaters were closely related to season, rainfall, and inland contaminants, however, within the regulation limit of various countries for shellfish. The highest concentrations for chemical oxygen demand (COD) and $chlorophyll-{\alpha}$ in seawaters were shown in the surface layer during August with high rainfall, whereas the lowest for dissolved oxygen (DO) in the bottom layer of the same month. Therefore, it indicates that the concentrations of FC, COD, DO, and $chlorophyll-{\alpha}$ of seawaters were closely related to season and rainfall.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1992.04a
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• pp.21-43
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• 1992

The recently-developed automated vessels require a system which evaluates the operating condition of the ship at present position form weather information as well as sensors; forecasts the operation condition the sea state to come in foreseeable future ; and suggests the optimum course and speed for ship's sa-fety. According to a study deck wetness propeller racing slamming rolling vertical acceleration lateral acce-leartion vertical bending moment at midship etc. were chosen as the factors for evaluating seakeeping per-formance. As a mater of fact there is no developing the hardware of a system which could consider all the factors onseakeeping performance. This study introduces a theoretical method which makes it possible to evaluate the seakeeping perfor-mance byapplying a theory from reliability engineering and thereby establishing a safety space. lation of stochastic processes with the factors presently adopted for evaluating sekakeeping performance. and develops the overall eseakeeping performance evaluation system in consideration of the safety of human being cargoes and the ship This method of evaluation shall be of much use in developing the practical system of seakeeping perfor-mance of a ship in waves.