• Journal of the Korean Society of Marine Environment & Safety
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• v.18 no.4
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• pp.316-322
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• 2012

In the port of Ulsan with the area of harbor limit of $83km^2$, 25,432 vessels have been entering annually and only 35 vessels can anchor simultaneously at the anchorage. The area of harbor limit of Ulsan constitutes just 65 percent compared to $127.5km^2$ which is an average of main ports in Korea. In this regard, the port of Ulsan needs to expand the area of anchorages inevitably for enhancing the efficiency of port operation. To select the best anchorage area in Mipo harbor with the introduction of a concept of emergency anchorage, this study analyzed the safety of navigation and anchorage, and safety management, etc. in the prospected anchorage on the basis of the marine traffic survey observing traffic density. Furthermore, after drawing preliminary and final schemes through gathering the opinions from maritime users, safety management organizations and academic experts group, the best arrangement of emergency anchorage has been selected through the conference of interested parties. Then, the final scheme was also verified through figuring out the marine traffic system and carrying out the ship handling simulation.

• Journal of Korean Port Research
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• v.13 no.1
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• pp.123-132
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• 1999

It is very important to quantitatively assess the movement of sea water and pollutant dispersion before or after constructing shore structures such as breakwater considering marine environment and long-term utilization of those structures. This assesment is possible through the use of simulation models designed to predict water movement and pollutant dispersion in a certain area. In this study the numerical computations were carried out to predict the sea water quality in the Ilgwang Harbor located at the east coast of Pusan. The flow patters were investigated before and after the development of Ilgwang Harbor. The computational models adopting ADI Method (Alternating Direction Implicit Method) were used here and were already verified from the previous studies. As a results of this study the tidal exchange in Ilgwang Harbor after development proved to be worse due to the increased semi-enclosed at the harbor limit. In order to improve the water quality of this area after development a new method was proposed to improve water quality in the semi-enclosed bay by creation and control of tidal residual currents. For this purpose the unsymmetric structures so called bottom roughness were introduced in this study. The simulation was carried out on the basis of the study by Komatsu et. al. and Gug and we made a conclusion that it is possible to generate a new tidal residual current and to increase the tidal exchange by application of bottom roughness arrangement.

• Journal of Navigation and Port Research
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• v.43 no.5
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• pp.320-327
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• 2019

This study examined the port expansion plan for the fishery port at the east coast of Korea, in accordance with permission conditions for coastal ports such as a limit on the cargo volume and passenger demand for the coastal tourism belt formation. The site was chosen as a municipal coastal port attracting the new ocean industry and building waterfront zone as a hub of new marine tourism. Two different numerical models (Swan and Bouss 2D) were used. Before applying to the target sea area, some numerical tests were conducted for the variation according to Bouss-2D's strong/weak and nonlinear technique compared to the irregular diffraction of semi-infinite breakwater with a theoretical solution. As a result, there was a difference in strong nonlinearity with breaking waves and it was necessary to experiment with a strong nonlinear analysis technique for the actual site. Two numerical models were applied to the fishery port site and the tranquility of some alternatives were analyzed. The numerical results show the most suitable plan was ALT-1, with satisfied harbor tranquility and reasonable economic sense. The extension of the east breakwater and enlarged turning basin of the F-Land plan have brought generally more stable harbor tranquility than the ALT-1. The result can be used as a reference for the port expansion plan in the future.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.2
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• pp.177-187
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• 2023

The Ship Safety Act prescribes matters necessary for the maintenance of seaworthiness and safe navigation of ships. In this regard, Article 10 of this Act requires shipowner to undergo occasional survey if he/she wants to temporarily change intends to modify the details entered in a ship survey certificate. Such measures are in accordance with the maintenance of the state of the ship after the ship inspection under Article 15 of this Act, and this Act includes "harbor construction work ship" under Article 39 Paragraph (1) of the Harbor Act. However, although the harbor construction work ship originally showed the same operating system as the barge, it was not applied to the Ship Safety Act and was registered and surveyed under the Construction Machinery Management Act. Then "Seokjeong No. 36" sinking accident in Ulsan on December 14, 2012, led to the amendment of the Harbor Act in 2016, and considering the fact that it was added to the Ship Safety Act and applied, there is a realistic limit to applying all the regulations stipulated in the Ship Safety Act to the harbor construction work ship. Accordingly, this study discusses the work characteristics through concept, registration, work area, survey regulations, application case of temporary alteration etc. of harbor construction work ships and controversial issues related to the scope of application of the Ship Safety Act of actual harbor construction work ships, and also the appropriate scope of "temporary alteration" among temporary inspections prescribed in Article 10 of the Ship Safety Act in consideration of the legislative purpose of incorporating harbor construction work ships into the survey subject to the Ship Safety Act in accordance with the revision of the Harbor Act.

• Proceedings of the Korea Society for Simulation Conference
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• 2002.05a
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• pp.21-32
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• 2002

In accordance with the development plans of Ulsan harbor, Ulsan new harbor will be contructed considering supporting Ulsan harbor as a safe berthing and departure at single buoy mooring(SBM). In this study, we used a full-mission ship handling simulator adopting 300,000 DWT VLCC manoeuvered at the planned Ulsan SBM. Five masters who have had a long experience of ship maneuvering were called to carry out the simulations, of which each scenario were tried one, completed total of 68 times. The marine traffic safety was assessed in terms of 1) the closest point of approach(CPA) to other SBM and breakwater in the vicinity and the probability of crossing the restricted area of the closest SBM and fairway limit, 2) subjective evaluation such as the mental burden and the maneuvering difficulty of shiphanders, and 3) the opinions of shiphandlers. From the result of this simulation, we have a conclusion as follows; First, because crude oil berthing angle is so small by current S-OiL Co. crude oil buoy by SK Co. No 3 crude oil buoy different view SK Co. No 3 crude oil buoy and interference of current KNOC crude oil buoy, Berthing is impossible, and Emergency departing is very dangerous too operation impossible. Second it is desirable that SK Co. No 2 and No 3 Single buoy Mooring that do different view controls position so that to be not put in straight line each other. Third, SK Co. No 1 and 2 single buoy mooring that do different view to Onsanhang berthing and departing is seized by single buoy mooring by external force ship that set sail does faith control need.

• Journal of the Korean Institute of Navigation
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• v.24 no.5
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• pp.373-383
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• 2000

The ship’s safe mooring stability is a principles for the safe cargo handling works at the mooring berth. Today numerous standards, guidelines and recommendations concerning mooring practices, fittings and equipments exist throughout the worldwide maritime industries. In recently, the mooring facilities were constructed as dolphin types at the open sea area apart far from shoreside instead of enclosed coastline area in accordance with increasing ship’s size and for preventing environmental pollution. Therefore the exciting wave condition must be considered as a basic environmental criteria with the wind force and current force for all of the mooring ships at the sea berth facilities. In this study, this added wave force as one of the environmental external forces by using the theoretical formula was applied to the LNG ship in Pyeongtaeg harbor needed the special mooring stability of the sea berth. Through this research, it can be confirmed that wave force is the very important factor in the mooring force and the strength of wave force works much more in the full laden condition than in the lightship condition. And also the wave force changes to non-linear states according to the wave frequency and wave length. In addition, the maximum limit criteria of environmental force of prohibiting the entering ship on the berth and loading works controlled by the port authority concerned of Pyeongtaeg port fully satisfies the condition of the mooring limit force recommended by OCIMF that the safe permitted force of the mooring line have to be within 55 % of MBL.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2012.06a
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• pp.227-229
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• 2012

레저 활동의 범위가 점차 해양으로 이동함에 따라 요트, 카약, 보트 등 수상레저기구운항의 증가는 괄목상대 할 만 한 상황이지만, 항계 내에 위치한 마리나를 기반으로 성장하고 있는 해양레저스포츠는 개항질서법, 수상레저안전법 등에 의해 활동금지 또는 상당한 제약 속에서 음성적이며, 변형적으로 발전되고 있으며 정부기관에서 조차 단순 제재이외의 대안모색에 대한 활동이 미비한 가운데 안전한 해양레포츠 발전을 위해 현 상황에 대한 연구와 관계 법령 검토를 통해 대안을 제시한다.

• Journal of Navigation and Port Research
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• v.41 no.5
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• pp.329-336
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• 2017

This study suggests a general process of analyzing the mooring and cargo handling limit waves, which is an incident to the new energy port under long wave agitation. To reduce damages of ships and harbor structures due to strong wave responses, it is necessary to predict the change of wave field in the mooring berth to make the proper decision by dock master. The berthing area at a new LNG port in the east coast of Korea in this study is frequently affected by oscillations from waves of 8.5~13s periods in the wintertime. The long period waves give difficulties on port operation by lowering the annual berthing ratio. It needs to find the event waves from the real time offshore wave records, which cause over the mooring limits. For that purpose, the wave records from field measurement and offshore wave buoy were analyzed. From numerical simulation, the response characteristics of long period waves in the berthing area were deduced with or without breakwater expansion plan, analyzing the offshore field wave data collected for two years. Some event wave cases caused over the cargo handling and mooring limits as per the standard Korean port design guideline, and those were used for the decision of port operation by dock master, comparing with the real time offshore wave observations.

• 한국생물공학회:학술대회논문집
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• 2000.04a
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• pp.89-91
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• 2000

Polynuclear aromatic hydrocarbon (PAH) compounds are highly carcinogenic chemicals and common groundwater contaminants that are observed to persist in soils. The adherence and slow release of PAHs in soil is an obstacle to remediation and complicates the assessment of cleanup standards and risks. Biological degradation of PAHs in soil has been an area of active research because biological treatment may be less costly than conventional pumping technologies or excavation and thermal treatment. Biological degradation also offers the advantage to transform PAHs into non-toxic products such as biomass and carbon dioxide. Ample evidence exists for aerobic biodegradation of PAHs and many bacteria capable of degrading PAHs have been isolated and characterized. However, the microbial degradation of PAHs in sediments is impaired due to the anaerobic conditions that result from the typically high oxygen demand of the organic material present in the soil, the low solubility of oxygen in water, and the slow mass transfer of oxygen from overlying water to the soil environment. For these reasons, anaerobic microbial degradation technologies could help alleviate sediment PAH contamination and offer significant advantages for cost-efficient in-situ treatment. But very little is known about the potential for anaerobic degradation of PAHs in field soils. The objectives of this research were to assess: (1) the potential for biodegradation of PAH in field aged soils under denitrification conditions, (2) to assess the potential for biodegradation of naphthalene in soil microcosms under denitrifying conditions, and (3) to assess for the existence of microorganisms in field sediments capable of degrading naphthalene via denitrification. Two kinds of soils were used in this research: Harbor Point sediment (HPS-2) and Milwaukee Harbor sediment (MHS). Results presented in this seminar indicate possible degradation of PAHs in soil under denitrifying conditions. During the two months of anaerobic degradation, total PAH removal was modest probably due to both the low availability of the PAHs and competition with other more easily degradable sources of carbon in the sediments. For both Harbor Point sediment (HPS-2) and Milwaukee Harbor sediment (MHS), PAH reduction was confined to 3- and 4-ring PAHs. Comparing PAH reductions during two months of aerobic and anaerobic biotreatment of MHS, it was found that extent of PAHreduction for anaerobic treatment was compatible with that for aerobic treatment. Interestingly, removal of PAHs from sediment particle classes (by size and density) followed similar trends for aerobic and anaerobic treatment of MHS. The majority of the PAHs removed during biotreatment came from the clay/silt fraction. In an earlier study it was shown that PAHs associated with the clay/silt fraction in MHS were more available than PAHs associated with coal-derived fraction. Therefore, although total PAH reductions were small, the removal of PAHs from the more easily available sediment fraction (clay/silt) may result in a significant environmental benefit owing to a reduction in total PAH bioavailability. By using naphthalene as a model PAH compound, biodegradation of naphthalene under denitrifying condition was assessed in microcosms containing MHS. Naphthalene spiked into MHS was degraded below detection limit within 20 days with the accompanying reduction of nitrate. With repeated addition of naphthalene and nitrate, naphthalene degradation under nitrate reducing conditions was stable over one month. Nitrite, one of the intermediates of denitrification was detected during the incubation. Also the denitrification activity of the enrichment culture from MHS slurries was verified by monitoring the production of nitrogen gas in solid fluorescence denitrification medium. Microorganisms capable of degrading naphthalene via denitrification were isolated from this enrichment culture.

• Economic and Environmental Geology
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• v.3 no.3
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• pp.177-186
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• 1970

Bupyong lead-silver mine is located at outskirt of Inchon, a harbor city on the Yellow Sea about 40 km due west of Seoul. The geology of the area is composed of gneisses of pre-Cambrian age, rhyolite of Jurassic to Cretaceous age which extruded over the gneisses and late Cretaceous granite. Small diabasic dike is observed only in the underground. The contact plane between overlying rhyolite and underlain gneiss is sinuous and generally pitches about $30^{\circ}{\sim}40^{\circ}$ toward east. Conjugate joints and fissures are well developed in the rhyolite striking generally north-southward. Three ore bodies are being exploited and three more are under prospecting. These ore bodies range from few tons of hundred thousand to million tons in reserve. These ore bodies occur exclusively in the rhyolite along joints as network and/or desseminated type. The lower limit of ore bodies is always delineated at about 20~30m above the gneiss which might be indicative of ore genesis that has not been clearly explained so far. Two hypothesis on ore genesis could, however, be considered: firstly lithologic difference in the rhyolite might be a manifestation of different flows along which ore solution ascended and replaced along joints; secondly diabasic dike has acted as ore bringer since the dike contains considerable amount of silver, lead and zine. Ore minerals are galena and native silver accompanied by pyrite, argentite, pyragyrite and magnetite. It is believed that pyritization took place in advance to main mineralization, and ore deposit is classified as meso- to epi-thermal type.