• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.7
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• pp.821-828
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• 2016

The water quality and phytoplankton presence in the ballast water (BW) of 37 vessels originating from the international ports of China were investigated to facilitate negotiations for exemptions to the Ballast Water Management Convention (BWM Convention). The shortest duration given BW spent in a vessel was $3.91{\pm}4.61days$ in area "A", which included the Bohai Sea. Total suspended solids, dissolved organic carbon, and particulate organic carbon ranged from 1.80 to $266mg\;L^{-1}$, from 1.09 to $5.79mg\;L^{-1}$, and from 0.17 to $3.65mg\;L^{-1}$, respectively. A low average concentration of nutrients was measured in BW from area "C", but the concentration of nutrients in BW from area "B" (around the Changjiang estuary) was high, which may be related to the relevant supply of freshwater. A high chlorophyll-a concentration (> $1{\mu}g\;L^{-1}$) was measured in six vessels, three of which carried BW in the area "A". High abundance of phytoplankton (> $10,000cells\;L^{-1}$) was measured in four vessels, two of which carried BW in the area "C". Vessel No. 37, originating from Hong Kong Bay in area "C", showed a high density of dinoflagellates. The results suggest that BWM Convention exemption negotiations with China should be performed cautiously.

• Korean Journal of Heritage: History & Science
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• v.53 no.4
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• pp.170-187
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• 2020

Dolmens bearing the burial layout and stone coffin tombs of the late Bronze Age were excavated from Samdeok-ri, Goseong, Gyeonsangnsamdo, and grave items such as red-burnished pottery, arrowheads, and stone swords were also discovered. In the case of the red-burnished pottery that was found, it retains a pigment layer with a thickness of about 50 to 160㎛, but with most of the other items, exfoliation and peeling-off of pigment layers can be observed on the surface. The raw materials of the red-burnished pottery contained moderately sorted minerals such as quartz, feldspar, and hornblende, and partly opaque iron oxide minerals were also identified. In particular, the raw materials of the red-burnished pottery from stone coffin tomb #6 were different from those of the other pottery, containing large amounts of hornblende and feldspar. The pottery's red pigment was identified as hematite and showed similar mineral content of raw materials such as fine grained quartz, feldspar, and hornblende. The firing temperature is estimated to have been approximately 900℃, based on their mineral phase. The possibility exists that the raw materials had been collected from the Samdeok-ri area, because diorite and granite diorite with dominant feldspar and hornblende have been identified within 3km of that area. During the pottery manufacturing process, it is estimated that the pigment was painted on the entire surface of the red-burnished pottery after it had been molded and then finished using the abrasion technique. In other words, the red-burnished pottery was made by the process of vessel forming - semi drying - coloring - polishing. The surface and cross-section of the pottery appears differently depending on the concentration of the pigment and the coloring method used after vessels were formed. Most of the excavated pottery features a distinct boundary between pigment and body fabric. However, in the case of pottery in which fine-grained pigments penetrate the body fabric so that layers cannot be distinguished, there is the possibility that the fine-grained pigment layer was applied at a low concentration or immediately after vessel forming. Many cracks can be seen on the surface pigments in thickly painted pottery items, and in many cases, only a small portion of the pigment layers remain due to surface exfoliation and abrasion in the burial environment. It is reported that pottery items may be more easily damaged by abrasion if coated with pigment and polished, so it is believed that the red-burnished pottery of the Samdeok-ri site suffered from weathering in the burial environment. This damage was more extensive in the potsherds that were scattered outside the tomb.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.2
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• pp.225-231
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• 2013

Liquefied gas carriers generally transport cargoes of flammable or toxic nature. Since these cargoes may cause an explosion, fire or human casualty, the accommodation spaces, service spaces and control stations of liquefied gas carriers should be so located as to avoid ingress of gas. For this reason, the paragraph 8.2.9 of IGC Code in IMO requires that the height of vent exits should be not less than B/3 or 6 m whichever is greater, above the weather deck and 6 m above the working area and the fore and aft gangway to prevent any concentration of cargo vapor or gas at such spaces. Besides as known, the LNG market has been growing continually, which has led to LNG carriers becoming larger in size. Under this trend, the height of a vent will have to be raised considerably since the height of a vent pipe is generally decided by a breadth of a corresponding vessel. Accordingly, we have initiated an examination to find an alternative method which can be used to determine the safe height of vent masts, instead of the current rule requirement. This paper describes the dispersion characteristics of boil-off gas spouted from a vent mast under cargo tank cool-down conditions in the membrane type LNG carriers.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.4
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• pp.359-365
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• 2013

There are more than 10 ships and jetfoil passenger ships with speeds of 30~40 kts navigating between Japan and Busan ports per hour. Busan port has the highest density of traffic among the Korean ports and waterways. Jetfoil ships are the most frequently encountered amongst other vessels and about 18 % of passing jetfoil vessels violated port regulations. Based on the analysis of traffic survey carried out for 10 days, jetfoil vessels often overtook other vessels in route and deviated with high speed. This paper verified a proper speed and how to navigate in or out route of jetfoil ships by marine traffic flow simulation. A acceptable navigation speed for jetfoil vessel's mariner was calculated at less than about 32kts in Busan Port. It is a little different that shiphandling difficulty of jetfoil was almost the same whether passing in and out route in Busan Port. This paper proposes that the passing time of jetfoil ships should avoid the peak time to improve the traffic safety in Busan Port.

• The Korean Journal of Malacology
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• v.30 no.4
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• pp.421-428
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• 2014

Total 20 surface sediments were collected in Anjung bay to investigate the physicochemical environment and heavy metal contents. The physicochemical investigation ranged from 6.41% to 11.68% (average $9.52{\pm}1.28%$) for ignition loss (IL), from 17.99 mg/g to 43.84 mg/g (average $27.53{\pm}6.39mg/g$) for chemical oxygen demand (COD), and from 0.05 mg/g to 0.61 mg/g (average $0.17{\pm}0.14mg/g$) for acid volatile sulfide (AVS) with significant correlation between water content (W/C) and COD. A contour of spatial distribution indicated higher organic pollution at the bottom of ascidian, Stylea clava, cultural waters. Most of metals contents was not exceeded the NOAA's effect range-low (ERL). Estimated enrichment factor (EF) ranging 0.96-1.12 indicated that the sediment environment of the studied waters was relatively pristine from heavy metal pollution in spite of increased vessel traffics, so far.

• Proceedings of the Korean Society of Near Infrared Spectroscopy Conference
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• 2001.06a
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• pp.1273-1273
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• 2001

The efficiency of the luminal fermentation process influences overall efficiency of luminal production, animal health and reproduction. Ruminant production systems have a significant impact on the global environment, as well. Animal wastes contribute to pollution of the environment as ammonia volatilized to the air and nitrate leached to ground water. Microbial protein synthesis in the rumen satisfies a large proportion of the protein requirements of animals. Quantifying the microbial synthesis is possible by using markers for lumen bacteria and protozoa such as nucleic acids, purine bases, some specific amino acids, or by isotopic $^{15}N,^{32}P,\;and\;^{35}S$ labelled feeds. All those methods require cannulated animals, they are time-consuming and some methods are very expensive as well. Many attempts have been made to find an alternative method for indirect measurement of microbial synthesis in intact animals. The present investigations aimed to assess possibilities of NIRS for prediction of purine nitrogen excretion and ruminal microbial nitrogen synthesis by NIR spectra of urine. Urine samples were collected from 12 growing sheep,6 of them male, and 6- female. The sheep were included in feeding experiment. The ration consisted of sorghum silage and protein supplements -70:30 on dry matter basis. The protein supplements were chosen to differ in protein degradability. The urine samples were collected daily in a vessel containing $60m{\ell}$ 10% sulphuric acid to reduce pH below 3 and diluted with tap water to 4 liters. Samples were stored in plastic bottles and frozen at $-20^{\circ}C$ until chemical and NIRS analysis. The urine samples were analyzed for purine derivates - allantoin, uric acid, xantine and hypoxantine content. Microbial nitrogen synthesis in the lumen was calculated according to Chen and Gomes, 1995. Transmittance urine spectra with sample thickness 1mm were obtained by NIR System 6500 spectrophotometer in the spectral range 1100-2500nm. The calibration was performed using ISI software and PLS regression, respectively. The following statistical results of NIRS calibration for prediction of purine derivatives and microbial protein synthesis were obtained.(Table Omitted). The result of estimation of purine nitrogen excretion and microbial protein synthesis by NIR spectra of urine showed accuracy, adequate for rapid evaluation of microbial protein synthesis for a large number of animals and different diets. The results indicate that the advantages of the NIRS technology can be extended into animal physiological studies. The fast and low cost NIRS analyses could be used with no significant loss of accuracy when microbial protein synthesis in the lumen and the microbial protein flow in the duodenum are to be assessed by NIRS.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.3
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• pp.278-285
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• 2016

The key features of maritime accidents are the change of their attributes by new risks from time to time. To prevent maritime accidents in Korea, the impacts by new risks on domestic safety environments should be identified or predicted. The purpose of this paper is to find the hazard factors by new risks on maritime safety in Korea. The meaning of new risks is the elements of accident hazard which is compiled from new or rare or unprecedented events in the worldwide maritime transportations. The problems of new risks are the lacks of optimum countermeasures to mitigate accident risks. Using the questionnaires with 152 event scenarios classified by 20 accident causes, the hazard identification and risk analysis of new risks was performed based on the Formal Safety Assessment (FSA) by IMO. A total of 22 Influence Diagrams, which is to depict the transit flows between accident causes to consequences, is used in the construction of 152 event scenarios. A total of 20 accidents causes is the same contents as the causation factors represented in Statistical Year Book for Maritime Accidents of Korean Maritime Safety Tribunals. After defining the evaluation equations to the response results of questionnaires by 46 experts, the work for risk analysis is carried out. As results from the analysis of 152 scenarios, it is known that the root cause to affect on maritime safety in Korea is the pressure of business competition and it led to the lacks of well experienced crews, the overload of vessel operations and crew's fatigue. In addition, as results from the analysis of 20 accident causes, the three accident causes are to be candidate as main issues in Korea such as the inadequate preparedness of departure, the neglecting of watch keeping in bridge and the inadequate management of ship operations. All of the results are thought to be as basic hazard factors to safety impediments. It is thus found that the optimum Risk Control Options to remove the hazard factors and to mitigate consequences required are the following two factors: business competition and crewing problems.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.2
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• pp.179-187
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• 2015

The purpose of this study is to identify the aspect that the traffic distribution function changes, according to the direction of the datum line and the horizontal and vertical positions of the datum point applied when it is calculated. Targeting routes at the entrance of Mokpo Harbor, this study tested using AIS survey data of January 2013 the effects of the three variables-direction of the datum line(${\theta}$), horizontal position($\mathfrak{L}_H$) and vertical position($\mathfrak{L}_V$) on mean ($\bar{x}$) and standard deviation (${\delta}$). The test result showed that $\bar{x}$ and ${\delta}$ were changed according to the change of ${\theta}$, because the extracted sample data were changed according to ${\theta}$; and the changes of $\bar{x}$ and ${\delta}$ according to ${\theta}$ were drawn as the relation of the sine function' sum. In addition, it was found that setting up ${\theta}$ that the change value of ${\delta}$ becomes the least as the direction of the datum line was valid, to determine the optimum passage distribution function on complex waters with multiple branches of route. The result of this study is expected to be used as basic data to understand maritime traffic flow based on more quantified data of normal distribution and make decisions related to maritime traffic safety management.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.2
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• pp.153-159
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• 2016

Gwangyang traffic safety designated area is composed of 3 fairways (Deep water fairway, inbound fairway, and outbound fairway). However, inbound vessels can't use this passage because of Samyeo rock and artificial fishing banks in inbound route. The problem with the rocks and artificial fishing banks has been raised by ship navigators and authorities of the port. This research is about the safety evaluation and management plan of the passage, and we conducted maritime traffic simulation using a model based on a ship operator risks. As a result, assuming that future marine traffic volume is the same as the present, and if the ship operators use 3 fairways and not two, it showed risk reduction of 46.4 % (vessels over 50,000 DWT using DW route) and 57.1 % (vessels over 10,000 DWT using DW route). Also, in a traffic volume condition which is the same as the present, to induce vessels over 50,000 DWT to use DW route is effective in mitigating of risks. Meanwhile, in a condition which increased the traffic volume by 150 %, it is more effective to induce vessels to use DW route. This research is the result of analysis using the model based on ship operator risks, and not cost-effectiveness analysis on the removal of Samyeo rock and artifical fishing banks. This research is expected to be used on setting up the sea route and management plan (particularly, restriction on passing DW route).

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.1
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• pp.43-55
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• 2018

The biggest change in the field of coastal ship safety control since the accident of passenger ship Sewol has been the introduction of the maritime safety supervisor system. With its introduction, the safety control system in coastal passenger ships was changed from consisting of operation managers and marine police to operation managers and a newly-introduced maritime safety supervisor. The safety control system for coastal cargo ships was also converted from relying on ship inspection officers to having a maritime safety supervisor and ship inspection officers. However some negative elements have surfaced due to confusion related to the scope of work in the coastal cargo shipping field. These have been caused by dividing the supervisory agency, a lack of work continuity given non-permanent public official status, low supervisor qualifications overlooking reality, and limitations of the order for improvement to secure seaworthiness. It is essential that the maritime safety supervisor system be solidified to reinforce coastal ship safety control. Therefore, systematic safety control in the coastal cargo shipping industry should be conducted by a single, integrated government agency, and the area covered by the order for improvement to secure seaworthiness should be extended. Also limitations of the supervisor recruitment system due to non-permanent public official status should be simultaneously improved. In addition, it is necessary to upgrade supervisor qualifications to require experience with surveyors of international class, ship captains, and chief engineers.