• Journal of Environmental Science International
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• v.30 no.5
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• pp.413-424
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• 2021

In this study, we quantitatively analyze the effect of ocean emission sources on the simulated O₃ concentrations in South Korea using the community multi-scale air quality (CMAQ) model. To analyze changes in O₃ concentrations by ocean emissions, two different CMAQ simulations considering ocean emissions (OE case) and without considering ocean emissions (NE case) were conducted during the Korea-United States air quality (KORUS-AQ) campaign period (May-June 2016). The changes in the simulated O₃ concentrations due to the effect of ocean emissions (OE case-NE case) appeared mostly in the ocean areas (+1.201 ppbv). The effect of ocean emissions was positive during the daytime (+1.813 ppbv), but negative during the nighttime (-0.612 ppbv). Analysis using the integrated process rate (IPR) confirmed that the increase or decrease in O₃ concentration by ocean emissions was mainly due to chemical processes. Further analysis using the integrated reaction rate (IRR) showed that the daytime increase in O₃ concentration was mainly attributable to the increased O₃ production via O + O₂ + M → O₃ + M reaction as photolysis of NO₂ increased due to the added ocean emissions. The nighttime decrease in O₃ concentration was mainly due to the increased O₃ titration by NO (NO + O₃ → O₂ + NO₂) due to the increased NO emission. These results indicate that the changes in the concentration O₃ in the sea area by the effect of ocean emissions are mainly due to increased NO_x emissions. However, there could be a number of uncertainties in ocean emissions data used in this study, thus continuous comparative research using the most updated data will need to be carried out in the future.

• Journal of Space Technology and Applications
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• v.2 no.2
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• pp.146-168
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• 2022

Witnessing current military conflicts in South China Sea and Eastern Europe, most defense analysts evaluate one of the most serious security threat toward the US is coming from the superpower competitions with Russia and China. The main means for such super power hegemonic competitions is military power and space power is a key enabler to maximize the efficiency and effectiveness of military employment. Reflecting above circumstances, the space hegemonic competition between the Unites States and China is spreading into all aspects of national powers. Under such an environment, R.O.K needs to significantly develop national space power to preserve life and assets of people in space. On the other hand, the R.O.K has a lot of limitations in launching space assets into orbits by land-based space rockets due to its geographic locations. The limitation of rocket launching direction, the failure to secure a significant area enough to secure safety and the limitation to secure open area enough to build associated facilities are among them. On this paper, I will suggest the need to build the 2nd space rocket launching site after analyzing a lot of short-falls the current 'Naro' space center face, compared to those of advanced space powers around the world.

• Analyses & Alternatives
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• v.5 no.2
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• pp.77-105
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• 2021

Natural gas consumption in Asia is growing at fast tempo because of various factors such as economic growth in the region, urbanization, coal-to-gas switch at power and industry sector. Due to geographical characteristics and lack of international pipeline connections between countries in the continent, majority of natural gas exported to Asian consumers is transported by tankers on the sea in the form of liquefied natural gas. As Asian market is the most lucrative market with the fastest demand growth, the competitions between LNG sellers for market share in Asian market are strengthening. The competitions accelerated, especially after the introduction of large volume of incremental supply into the market by new exporters from the U.S., Australia, and Russia. Cheniere Energy, the first exporter of liquefied natural gas (LNG) in the lower 48 states of U.S. has not adopted the traditional price formation mechanism and business model. Traditionally, prices of long-term LNG contracts have been indexed to the price of competing fuels, such as crude oil. The company adopted a pricing mechanism and business model based on a cost-plus system. Cheniere Energy opted for the safer and the risk-free pricing system, that annually guarantees a fixed amount of revenue to the seller. The company earns the same amount of money, regardless of natural gas price dynamics in the domestic and international market, but possibly with less revenue. However, by introducing and successfully implementing the safer and risk- free business model, Cheniere Energy, a company of a relatively smaller size in comparison with major oil and gas companies, became an example to other smaller-sized companies in the U.S. The company's business model demonstrated how to enter and operate LNG business amid increasing competitions among sellers in the U.S. and international market.

• Fisheries and Aquatic Sciences
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• v.25 no.12
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• pp.626-636
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• 2022

Shellfish are exoskeleton-bearing aquatic invertebrates that consume various organic and inorganic substances floating in seawater through filter feeding. Heavy metals are known as absorbed and accumulated in seawater. Some of the toxic heavy metals are highly accumulated in seawater, and exposure to them can cause a variety of risks to the human body. Since Koreans like to eat seafood, they are more likely to be exposed to contaminated seafood with heavy metals. In this study, nine types of heavy metals were analyzed on ten different shellfish species in the coastal area of South Korea. The risk assessment was also done on shellfish in which heavy metals were detected. Zinc (Zn) and copper (Cu) were identified at an average of 56.7 mg/kg (6.70 to 466 mg/kg) and 13.2 mg/kg (0.064 to 143 mg/kg), respectively. Lead (Pb) average of 0.208 mg/kg (0.000750 to 1.02 mg/kg), cadmium (Cd) average of 0.454 mg/kg (0.0388 to 1.56 mg/kg) and mercury (Hg) average of 0.0266 mg/kg (0.00548 to 0.174 mg/kg) were identified. Additionally, arsenic (As), chromium (Cr), nickel (Ni), and silver (Ag) were also identified as average concentrations of 4.02 (0.460 to 15.0 mg/kg), 0.167 (< limit of quantification [LOQ] to 0.820 mg/kg), 0.281 (< LOQ to 1.46 mg/kg), and 0.158 mg/kg (< LOQ to 1.15 mg/kg). The result indicates that the monitoring results of heavy metals in most shellfish satisfied the Korean standard. However, Pb and Cd have exceeded some foreign standards, such as the United States and the EU. The permissible human exposure calculated using the heavy metal intake and detection amount was lower than the Joint FAO/WHO Expert Committee on Food Additives human safety standard, and the risk of heavy metals from shellfish consumption was at an acceptable level.

• Geomechanics and Engineering
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• v.37 no.6
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• pp.599-614
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• 2024

To evaluate the safety status of deteriorated segments in a submarine shield tunnel during its service life, a seepage model was established based on a cross-sea shield tunnel project. This model was used to study the migration patterns of erosive ions within the shield segments. Based on these laws, the degree of deterioration of the segments was determined. Using the derived analytical solution, the internal forces within the segments were calculated. Lastly, by applying the formula for calculating safety factors, the variation trends in the safety factors of segments with different degrees of deterioration were obtained. The findings demonstrate that corrosive seawater presents the evolution characteristics of continuous seepage from the outside to the inside of the tunnel. The nearby seepage field shows locally concentrated characteristics when there is leakage at the joint, which causes the seepage field's depth and scope to significantly increase. The chlorine ion content decreases gradually with the increase of the distance from the outer surface of the tunnel. The penetration of erosion ions in the segment is facilitated by the presence of water pressure. The ion content of the entire ring segment lining structure is related in the following order: vault < haunch < springing. The difference in the segment's rate of increase in chlorine ion content decreases as service time increases. Based on the analytical solution calculation, the segment's safety factor drops more when the joint leaks than when its intact, and the change rate between the two states exhibits a general downward trend. The safety factor shows a similar change rule at different water depths and continuously decreases at the same segment position as the water depth increases. The three phases of "sudden drop-rise-stability" are represented by a "spoon-shaped" change rule on the safety factor's change curve. The issue of the poor applicability of indicators in earlier studies is resolved by the analytical solution, which only requires determining the loss degree of the segment lining's effective bearing thickness to calculate the safety factor of any cross-section of the shield tunnel. The analytical solution's computation results, however, have some safety margins and are cautious. The process of establishing the evaluation model indicates that the secondary lining made of molded concrete can also have its safety status assessed using the analytical solution. It is very important for the safe operation of the tunnel and the safety of people's property and has a wide range of applications.

• Journal of Environmental Impact Assessment
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• v.33 no.3
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• pp.116-130
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• 2024

Historically, humans settled in waterside areas that provided abundant resources and water resources. Afterwards, as industrialization progressed, the city's waterfront contributed to the development of the city through water resources, transportation, and maritime trade. In response to changes in industrial structure, over the past few decades, the city's waterfront has transitioned from an industrial and port-oriented function to a public space function. And from the perspective of urban regeneration, research and design on sustainable waterfront space development are being promoted around the world. However, areas near waterfronts are geographically vulnerable to the direct impact of natural disasters caused by climate change, such as sea levelrise and floods. Therefore, it is essential to establish a systematic management plan to ensure the safety of citizens and publicness. Since the 1990s, New York City in the United States has been establishing a city-level waterfront space management plan to ensure the public nature, safety, and equity of waterfront spaces. On the other hand, in South Korea, there is a lack of research on city-level waterfront management plans. Accordingly, this study sought to find implications and policy improvement measures for domestic waterfront space planning by examining the development process and major policies of New York City's waterfront comprehensive plan.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.36 no.2
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• pp.50-60
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• 2024

To promote the application of reliability-based design within the Korean coastal engineering community, the author conducted reliability analyses and optimized the design of a vertical-type breakwater, considering multiple limit states in the seas off of Pusan and Gunsan - two representative ports in Korea. In this process, rather than relying on design waves of a specific return period, the author intentionally avoided such constraints. Instead, the author characterized the uncertainties associated with wave force, lift force, and overturning moment - key factors significantly influencing the integrity of a vertical-type breakwater. This characterization was achieved by employing a probabilistic model derived from the frequency analysis results of long-term in-situ wave data. The limit state of the vertical-type breakwater encompassed sliding, overturning, and collapse failure, with the close interrelation between wave force, lift force, and moment described using the Nataf joint probability distribution. Simulation results indicate, as expected, that considering only sliding failure underestimates the failure probability. Furthermore, it was shown that the failure probability of vertical-type breakwaters cannot be consistently secured using design waves with a specific return period. In contrast, breakwaters optimally designed to meet the reliability index requirement of 𝛽-3.5 to 4 consistently achieve a consistent failure probability across all sea areas.

• Journal of the Korean Society for Marine Environment & Energy
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• v.13 no.1
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• pp.18-29
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• 2010

Offshore subsurface storage of $CO_2$ is regarded as one of the most promising options to response severe climate change. Marine geological storage of $CO_2$ is to capture $CO_2$ from major point sources, to transport to the storage sites and to store $CO_2$ into the offshore subsurface geological structure such as the depleted gas reservoir and deep sea saline aquifer. Since 2005, we have developed relevant technologies for marine geological storage of $CO_2$. Those technologies include possible storage site surveys and basic designs for $CO_2$ transport and storage processes. To design a reliable $CO_2$ marine geological storage system, we devised a hypothetical scenario and used a numerical simulation tool to study its detailed processes. The process of transport $CO_2$ from the onshore capture sites to the offshore storage sites can be simulated with a thermodynamic equation of state. Before going to main calculation of process design, we compared and analyzed the relevant equation of states. To evaluate the predictive accuracies of the examined equation of states, we compare the results of numerical calculations with experimental reference data. Up to now, process design for this $CO_2$ marine geological storage has been carried out mainly on pure $CO_2$. Unfortunately the captured $CO_2$ mixture contains many impurities such as $N_2$, $O_2$, Ar, $H_{2}O$, $SO_{\chi}$, $H_{2}S$. A small amount of impurities can change the thermodynamic properties and then significantly affect the compression, purification and transport processes. This paper analyzes the major design parameters that are useful for constructing onshore and offshore $CO_2$ transport systems. On the basis of a parametric study of the hypothetical scenario, we suggest relevant variation ranges for the design parameters, particularly the flow rate, diameter, temperature, and pressure.

• The Korean Journal of Air & Space Law and Policy
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• v.30 no.2
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• pp.37-81
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• 2015

AirAsia QZ8501 Jet departed from Juanda International Airport in, Surabaya, Indonesia at 05:35 on Dec. 28, 2014 and was scheduled to arrive at Changi International Airport in Singapore at 08:30 the same day. The aircraft, an Airbus A320-200 crashed into the Java Sea on Dec. 28, 2014 carrying 162 passengers and crew off the coast of Indonesia's second largest city Surabaya on its way to Singapore. Indonesia's AirAsia jet carrying 162 people lost contact with ground control on Dec. 28, 2014. The aircraft's debris was found about 66 miles from the plane's last detected position. The 155 passengers and seven crew members aboard Flight QZ 8501, which vanished from radar 42 minutes after having departed Indonesia's second largest city of Surabaya bound for Singapore early Dec. 28, 2014. AirAsia QZ8501 had on board 137 adult passengers, 17 children and one infant, along with two pilots and five crew members in the aircraft, a majority of them Indonesian nationals. On board Flight QZ8501 were 155 Indonesian, three South Koreans, and one person each from Singapore, Malaysia and the UK. The Malaysia Airlines Flight 370 departed from Kuala Lumpur International Airport on March 8, 2014 at 00:41 local time and was scheduled to land at Beijing's Capital International Airport at 06:30 local time. Malaysia Airlines also marketed as China Southern Airlines Flight 748 (CZ748) through a code-share agreement, was a scheduled international passenger flight that disappeared on 8 March 2014 en route from Kuala Lumpur International Airport to Beijing's Capital International Airport (a distance of 2,743 miles: 4,414 km). The aircraft, a Boeing 777-200ER, last made contact with air traffic control less than an hour after takeoff. Operated by Malaysia Airlines (MAS), the aircraft carried 12 crew members and 227 passengers from 15 nations. There were 227 passengers, including 153 Chinese and 38 Malaysians, according to records. Nearly two-thirds of the passengers on Flight 370 were from China. On April 5, 2014 what could be the wreckage of the ill-fated Malaysia Airlines was found. What appeared to be the remnants of flight MH370 have been spotted drifting in a remote section of the Indian Ocean. Compensation for loss of life is vastly different between US. passengers and non-U.S. passengers. "If the claim is brought in the US. court, it's of significantly more value than if it's brought into any other court." Some victims and survivors of the Indonesian and Malaysia airline's air crash case would like to sue the lawsuit to the United States court in order to receive a larger compensation package for damage caused by an accident that occurred in the sea of Java sea and the Indian ocean and rather than taking it to the Indonesian or Malaysian court. Though each victim and survivor of the Indonesian and Malaysia airline's air crash case will receive an unconditional 113,100 Unit of Account (SDR) as an amount of compensation for damage from Indonesia's AirAsia and Malaysia Airlines in accordance with Article 21, 1 (absolute, strict, no-fault liability system) of the 1999 Montreal Convention. But if Indonesia AirAsia airlines and Malaysia Airlines cannot prove as to the following two points without fault based on Article 21, 2 (presumed faulty system) of the 1999 Montreal Convention, AirAsia of Indonesiaand Malaysia Airlines will be burdened the unlimited liability to the each victim and survivor of the Indonesian and Malaysia airline's air crash case such as (1) such damage was not due to the negligence or other wrongful act or omission of the air carrier or its servants or agents, or (2) such damage was solely due to the negligence or other wrongful act or omission of a third party. In this researcher's view for the aforementioned reasons, and under the laws of China, Indonesia, Malaysia and Korea the Chinese, Indonesian, Malaysia and Korean, some victims and survivors of the crash of the two flights are entitled to receive possibly from more than 113,100 SDR to 5 million US$ from the two airlines or from the Aviation Insurance Company based on decision of the American court. It could also be argued that it is reasonable and necessary to revise the clause referring to bodily injury to a clause mentioning personal injury based on Article 17 of the 1999 Montreal Convention so as to be included the mental injury and condolence in the near future.

• Korean Security Journal
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• no.41
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• pp.293-326
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• 2014

Piracy is a worldwide issue, but the deteriorating security situation in the seas off Somalia, the Gulf of Aden and the wider Western Indian Ocean between 2005 and 2012 and in the increasing number of attacks in the Gulf of Guinea are a major problem. The depth of concern for the problem internationally is amply demonstrated by the levels of co-operation and coordination among naval and other forces from several countries that have assembled in the west Indian Ocean region and the Gulf of Aden to escort ships carrying humanitarian aid to Somalia and to protect vulnerable shipping. Notwithstanding this unprecedented effort, the vast sea area in which the pirates now operate makes it difficult to patrol and monitor effectively, particularly with the limited resources available. More resources, in the form of naval vessels and aircraft, are needed and at every opportunity the IMO encourages Member Governments to make greater efforts to provide the additional naval, aerial surveillance and other resources needed through every means possible. IMO provide interim guidance and recommendations to be taken into account when considering the use of PCASP(privately contracted armed security personnel) if and when a flag State determines that such a measure would be lawful and, following a full risk assessment, appropriate. The interim guidance and recommendations of IMO are not intended to endorse or institutionalize the use of armed guards. Therefore, they do not represent any fundamental change of policy by the Organization in this regard. It is for each flag State, individually, to decide whether or not PCASP should be authorized for use on board ships flying their flag. If a flag State decides to permit this practice, it is up to that State to determine the conditions under which authorization will be granted. Therefore, Korea should be introduced rationally PCASP for safe shipping. PCASP on board ships is much the same to special guard personnel of security services industry act. Act plan of Oceans and fisheries ministry on PCASP collides with special guard personnel system of National Police Agency. Rather than new law making, PCASP regukations have to be included in security services industry act. Management Agency of PCASP is to not Oceans and fisheries ministry, but Central Headquarters Korea Coast Guard of Public Safety and Security Ministry because of specialty and closely connection.