• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.57-62
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• 2006

Busan New Port, under construction aiming for the hub of Northeast Asia and Partly in operation, had damaged up to 48 billion Won due to Typhoon 'maemi' in 2003. The present criteria of domestic harbor design only describes about the critical wave height with respect to the size of vessel for harbor tranquility. The berth operation ratio which represents the annual available berthing days is depending on the efficiency of cargo handling work and this depends on the motion of the moored vessel due to the wave action and the characteristics of cargo gears. The motion of moored vessel might be related not only to the wave height but also to wave period. Furthermore, the berth operation ratio relies on external forces such as currents and winds, including the characteristics of mooring system and the specification of the moored vessel. In this study we only deal with berth operation ratio in normal sea state, considering wave and current by measured data and numerical calculation. Especially we tried to evaluate the berth operation ratio for each berth adopting the variation of dredging and reclamation plan and the change of wave environment during the process of the new port construction. For better understanding and analysis of wave transformation process, we applied the steady state spectral wave model and extended mild-slope wave model to the related site. This study summarizes comparisons of harbor responses predicted by two numerical predictions obtained at Busan New port site. Field and numerical model analysis was conducted for the original port plan and the final corrected plan.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.4
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• pp.474-482
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• 2021

An average of two to three typhoons that occur in the Philippines or Taiwan pass through Korea each year owing to the influence of the geographical location and western winds. Because Jinhae Bay is known as Korea's representative typhoon refuge, it is filled with ships during typhoons and later becomes saturated with ships anchored to the surrounding routes. If a strong wind drags an anchored ship, a collision accident may occur because of the short distance between the ships. Therefore, a systematic anchoring safety management of Jinhae Bay is required. In this study, the minimum wind speeds of a dragging anchor based on the water depths of Jinhae Bay anchorages were investigated. When 7-9 shackles were given, the minimum wind speeds were 48-63, 46-61, and 39-54 knots at depths of 20, 35, and 50 m, respectively. As the water depth increased, the length of the cable laid on the sea bed became shorter than 5 m owing to the external force, and the minimum wind speed showed a significant difference of 4-8 knots. In addition, ships with high holding power anchors (AC-14 type) had higher minimum wind speeds than ships with conventional anchors (ASS type). Finally, it was confirmed that at a depth of 50 m, dragging easily occurred even when a high holding power anchor was applied.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.4
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• pp.338-347
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• 2023

Jinhae Bay, characterized by frequent runaway ships and strong winds during typhoon attacks, poses a high risk of maritime accidents such as ship collisions and groundings. This study aims to determine a safe separation distance between ships in the Jinhae Bay anchorage, considering the unique environmental characteristics of the Korean sea area. Analysis revealed that an average of 100-200 ships anchor in the typhoon avoidance area in Jinhae Bay during typhoon attacks, with approximately 70% of ships experiencing anchor dragging owing to strong external forces exceeding 25 m/s wind speeds. In this study, we analyzed and presented the separation distances between ships during anchoring operations based on domestic and international design standards, separation distances between ships used as actual typhoon shelters in Jinhae Bay, and appropriate safe distances for ships drifting under strong external forces. The analysis indicated that considering the minimum criteria based on the design standards and emergency response time, a minimum safe distance of approximately 400-900 m was required. In cases where ample space was available, the separation distance was recommended to be set between 700 to 900 m. The findings of this study are anticipated to contribute to the development of guidelines for establishing safe separation distances between ships seeking refuge from typhoons in Jinhae Bay in the future.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.14 no.3
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• pp.181-188
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• 2009

The macro tidal flat of the Gochanggun Myongsasipri, located on the southwestern coast of Korea, is studied in terms of seasonal variations of surface sediment and sedimentary environment. Surface sediments of 45 sites in the winter (February) and the summer (August) are sampled across three survey lines (15 sites in each survey line), respectively. The tidal flat of open-coast Myongsasipri is mainly composed of fine to medium sand, the distribution of which shows a coast-parallel trend. Grain-size distribution has a bi-modal trend, and grain size in the winter is coarser than that in the summer. During the winter, the upper tidal flat is dominated by medium sand, while the lower tidal flat is dominated by find sand. Such a feature is attributed to wave-dominated sedimentation in the winter. The finer grains of the summer rather than that of the winter and relationship between texture parameters suggest that tidal energy plays an important role in tidal-flat sedimentation during the summer. This study represents an environmental change from wave-dominated conditions in the winter to tide-dominated conditions in the summer as a result of the seasonal variation in the intensity of onshore-directed winds and waves in the Myongsasipri tidal flat.

• Clean Technology
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• v.30 no.4
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• pp.378-386
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• 2024

This study analyzed ozone concentration and meteorological data from 2012 to 2021 in the Gyeonggi Province and its surrounding regions to identify the spatial and temporal distribution of high ozone levels and the impact of the long-range transport of ozone precursors. The results show that the Gyeonggi Province experiences its highest ozone concentrations in June, and during the summer months, the ozone distribution is more influenced by the movement of precursor substances within the region rather than by the inflow from the West Sea. In early summer (May ~ June), the effect of the long-range transport of ozone precursors via southwesterly winds was pronounced, leading to an east-high-west-low distribution pattern. In contrast, in midsummer (July ~ September), decreased wind speeds and atmospheric stagnation weakened the impact of long-range transport and local emissions became the dominant factor, resulting in a west-high-east-low pattern. During this period, the ozone concentrations in the western region remained relatively stable due to higher NOx and VOC emissions, whereas in the eastern region, lower emissions led to a decline in ozone levels in midsummer. This study provides fundamental insights into the mechanisms behind high ozone concentrations in the Gyeonggi Province and offers a foundation for developing effective air quality management policies that account for the long-range transport of ozone precursors and meteorological factors.

• Korean Journal of Remote Sensing
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• v.34 no.2_1
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• pp.213-225
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• 2018

In order to access the accuracy of the gridded daily Advanced Scatterometer (hereafter DASCAT) ocean surface wind data in the surrounding of Korea, the DASCAT was compared with the wind data from buoys. In addition, the reanalysis data for wind at 10 m provided by European Centre for Medium-Range Weather Forecasts (ECMWF, hereafter ECMWF), National Centers for Environmental Prediction and National Center for Atmospheric Research (NCEP/NCAR, hereafter NCEP), Modern Era Retrospective-analysis for Research and Applications-2 (MERRA-2, hereafter MERRA) were compared and analyzed. As a result, the RMSE of DASCAT for the actual wind speed is about 3 m/s. The zonal components of wind of buoys and the DASCAT have strong correlation more than 0.8 and the meridional components of wind them have lower correlation than that of zonal wind and are the lowest in the Yellow Sea (r=0.7). When the actual wind speed is below 10 m/s, the EMCWF has the highest accuracy, followed by DASCAT, MERRA, and NCEP. However, under the wind speed more than 10 m/s, DASCAT shows the highest accuracy. In the nature of error according to the wind direction, when the zonal wind is strong, all dataset has the error of more than $70^{\circ}$ on the average. On the other hand, the RMSE of wind direction was recorded $50^{\circ}$ under the strong meridional winds. ECMWF shows the highest accuracy in these results. The RMSE of the wind speed according to the wind direction varied depending on the actual wind direction. Especially, MERRA has the highest RMSE under the westerly and southerly wind condition, while the NCEP has the highest RMSE under the easterly and northerly wind condition.

• Journal of Navigation and Port Research
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• v.48 no.6
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• pp.554-565
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• 2024

For smart ships, such as autonomous vessels, technology that can predict and observe the state of the marine environment along the route in real-time is essential. This requires observational data from ships. The capability to generate marine environmental information for effective decision-making is crucial. Typically, the information that can be collected in real-time under limited equipment conditions on ships includes wave and offshore wind data. In this study, we developed an algorithm that produces marine environment prediction information for subsequent time periods based solely on time series observation data from the route. This prediction information integrates four types of artificial intelligence algorithms (ANN, RNN, Conv-LSTM, and GAN) and two learning structure methods (ultra-short-term - discontinuous and long-term - continuous). The algorithm was compared and analyzed by season using one year of actual ship observation data from 'Meteorological No. 1,' operated by the Korea Meteorological Administration. Among the supervised learning models, RNN demonstrated the best performance in the ultra-short-term and discontinuous learning structure. While unsupervised learning models exhibited lower performance, all models achieved high accuracy in the long-term continuous learning structure across all seasons. In terms of prediction accuracy by algorithm based on learning structure, the long-term continuous learning structure outperformed the short-term continuous learning structure in seasonal prediction accuracy for both waves and sea surface winds. This study confirms the significance and potential of technology for providing data-based marine environment prediction information within autonomous ships. In the future, this technology is expected to facilitate the generation of more practical decision-making information, rather than simply linking it to next-generation waterway products, ship mobility, and route estimation.