• Ocean and Polar Research
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• v.21 no.2
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• pp.117-126
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• 1999

To meet increasing needs for environmentally sustainable management of coastal area, there has been compelling pressure to establish a cost-effective and long-term coastal water quality (CWQ) monitoring system. A remote CWQ monitoring system, STAMP, has been developed and is in operation along the route between Kyema harbor and Anma Island in the southwestern coastal area of Korea. STAMP uses a PCS phone as a telemetry unit to transmit acquired data for monitoring general water quality parameters, and a routinely operating coastal passenger ship or car ferry. STAMP has various merits of low-cost operations; long-term monitoring with secure instrumentation; and stable real-time telemetry of acquired data with-out the loss and noise. It is expected that the system will serve as a very useful tool in the CWQ managing programs of Korea taking the advantage of many coastal passenger ships in various routes including the ships departing from the coastal industrial cities. The acquired data compiled on suspended surface sediment concentrations (SSSC) will be also valuably helpful in understanding the sediment budget across the routes of the vessel.

• Ocean and Polar Research
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• v.24 no.3
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• pp.249-253
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• 2002

There is a great deal evidence concerning crustal uplift, after deglaciation, in the vicinity of Syowa Station $(69^{\circ}S,\;39^{\circ}E)$ from tide gauge data, seismic evidence, raised beaches, marine terraces, etc. The geomorphological and tide gauge data show that the crustal uplift is going on around Syowa Station. Seismic observations at Syowa Station started in 1959. Phase readings of the earthquakes have been published by National Institute of Polar Research once a year since 1968, as one of the Data Report Series. Eighteen local earthquakes were detected on short period seismograms at Syowa Station in 1990-2000. The seismicity during the period from 1990 to 2000 was lower than that from 1987 to 1989 when epicenters of local earthquakes were determined by tripartite seismic array. Local earthquake activity corroborates the crustal uplif4 which is an intermittent phenomenon. Sea level falling of 4.5 mm/y was found using data in 1975-1992. This felling rate is consistent with the geomorphological data. A route for repeat leveling survey was established in East Ongul Island. No appreciable change of sea level was observed for the last 14 years. A dynamics of the crustal uplift around Syowa Station has been discussed using geomorphological data, ocean tide, and seismic and leveling data, which is estimated to be an intermittent phenomenon. When local seismic activity is high, the crustal uplift is estimated to be going on. On the contrary, the crustal uplift is in dormancy when the local seismicity is low. Repeated leveling measurements suggest no significant changes, which further supports the idea that the crustal uplift in offshore is not a tilt trend movement but a block movement.

• Strategy21
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• s.43
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• pp.29-55
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• 2018

Arctic sea ice has been retreating as a result of the global warming. Arctic sea ice extent for April 2018 averaged 13.71 million square kilometers. This figure shows far less sea ice compared to the average extent from 1981 to 2010. Meanwhile, 287 times of maritime transits through the Northwest Passage have been made during the 2017 and the first ship traversed the Northern Sea Route without the assistant of ice-breaker in August 2017. Commercialization of the Arctic Passage means significant economic and strategic advantages by shortening the distance. In this article, 'Arctic Passage' means Northern Sea Route along the Arctic coast of Russia and Northwest Passage crossing Canadian Arctic Ocean. As climate changes, the potential feasibility of the Arctic Passage has been drawing international attention. Since navigation in this area remains hazardous in some aspects, IMO adopted Polar Code to promote safe, secure and sustainable shipping through the Arctic Passage. Futhermore, Russia and Canada regulate foreign vessels over the maritime zones with the authority to unilaterally exercise jurisdiction pursuant to the Article 234 of UNCLOS. The dispute over the navigation regime of the arctic passage materialized with Russia proclaimed Dmitrii Laptev and Sannikov Straits as historically belong to U.S.S.R. in the mid 1960s and Canada declared that the waters of the passage are historic internal waters in 1973 for the first time. So as to support their claims, In 1985, Russia and Canada established straight baseline including Northern Sea Route and Northwest Passage. The United States has consistently protested that the Northern Sea Route and Northwest Passage are straits used for international navigation which are subject to the regime of transit passage. Firstly, it seems that Russia and Canada do not meet the basic requirements for acquiring a historic title. Secondly, since the Law of the Sea had adopted before the establishment of straight baseline over the Russian Arctic Archipelago and the Canadian Arctic Archipelago, Ships can exercise at least the right of innocent passage. Lastly, Northern Sea Route and Northwest Passage have fulfilled the both geographical and functional criteria pertaining to the strait used for international navigation under the international law. Especially, should the arctic passage become commercially viable, it can be expected to accumulate the functional criterion. Russia and Canada regulate the ships navigate in their maritime zones by adopting the higher degree of an environmental standard than generally accepted international rules and standard mainly under the Article 234 of UNCLOS. However, the Article 234 must be interpreted restrictively as this contains constraint on the freedom of navigation. Thus, it is reasonable to consider that the Article 234 is limited only to the EEZ of coastal states. Therefore, ships navigating in the Arctic Passage with the legal status of the territorial sea and the international straits under the law of the sea have the right of innocent passage and transit passage as usual.

• Journal of Korea Port Economic Association
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• v.32 no.4
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• pp.109-126
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• 2016

This study investigates the initiatives of Gangwon sea routes based on precedent studies on the North Pole route to suggest a multi-modal buildup of transport logistics network of Gangwon harbors for the strengthening of logistics efficiency in the Korean Peninsula. The findings were: First, the government should expand railway infrastructure in Gangwon. Second, harbors in Gangwon should each have one speciality to strengthen connection with other harbors by using railway oriented background transportation network. Third, the government should develop industries of EFEZ(East coast Free Economic Zone) in the East Sea Coast in Gangwon to connect resources from the North Pole Sea. Fourth, the government should invite the base of Araon Ho's polar research vessel to play the role of the North Pole Sea route in the near future. Fifth, the government should strengthen the role of the Samcheock LNG base under construction. SIxth, environment-friendly transportation technology should be introduced to reduce carbon emission as much as possible. Lastly, an optimum North Pole logistics route should be developed to connect the Metropolitan area(Metropolitan Economic Zone), Gangwon roads and railway, Gangwon habor, Trans-Siberian Railway and thw North Pole route, and Europe, to strengthen national foreign trade power in the near future.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.21 no.12
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• pp.1166-1176
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• 2011

The prospect in opening the arctic trade transportation route on a year-round basis offers vast opportunity of exploring untapped resources and shortened navigational routes. In addition, the environment's remoteness and lack of technical experiences remains a big challenge for the maritime industry. With this, engine designers and makers are continually investigating, specifically optimizing propulsion shafting system design, to meet the environmental and technical challenges of the region. The International Association of Classification Society, specifically machinery requirements for polar class ships(IACS UR13), embodies the propulsion shafting design requirements for ice class vessels. However, the necessity to upgrade the various features of the unified rules in meeting current polar requirements is acknowledged by IACS and other classification societies. For the polar class propulsion shafting system, it is perceived that the main source of excitation will be the propeller - ice load interaction. The milling - and the impact load, in addition to the load cases interpreted by IACS, contribute greatly to the overall characteristic of the system and due considerations are given during the propulsion design stage. This paper will expound on the excitation load estimation factors affecting the dynamic response of the different propulsion shafting system design. It is anticipated that detailed understanding of these factors will have a significant role during propulsion shafting design in the future.

• The Bulletin of The Korean Astronomical Society
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• v.40 no.1
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• pp.64.4-65
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• 2015

For the past decade, supported by the Korean government, the solar and space weather group of Korea Astronomy and Space Science Institute (KASI) has been researching towards the prevention of hazardous effects on Korean satellites, the stability of wireless telecommunications, and the safety of polar route aviation. So far, we have expanded the ground observation system, made space data more accessible, developed more advanced models for space weather forecasting, from which we have been providing forecasting services to a satisfied domestic clientele. Alongside that, we have continued our research on solar activities and the Sun-Earth connection. In this talk, I will summarize our contributions to space weather over the past 10 years and discuss future plans for next decade.

• International Journal of Naval Architecture and Ocean Engineering
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• v.7 no.4
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• pp.708-719
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• 2015

The two most important tasks of icebreakers are first to secure a sailing route by breaking the thick sea ice and second to sail efficiently herself for purposes of exploration and transportation in the polar seas. The resistance of icebreakers is a priority factor at the preliminary design stage; not only must their sailing efficiency be satisfied, but the design of the propulsion system will be directly affected. Therefore, the performance of icebreakers must be accurately calculated and evaluated through the use of model tests in an ice tank before construction starts. In this paper, a new procedure is developed, based on model tests, to estimate a ship's ice breaking resistance during continuous ice-breaking in ice. Some of the factors associated with crushing failures are systematically considered in order to correctly estimate her ice-breaking resistance. This study is intended to contribute to the improvement of the techniques for ice resistance prediction with ice breaking ships.

• Journal of Astronomy and Space Sciences
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• v.33 no.4
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• pp.279-285
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• 2016

The space radiation dose over air routes including polar routes should be carefully considered, especially when space weather shows sudden disturbances such as coronal mass ejections (CMEs), flares, and accompanying solar energetic particle events. We recently established a heliocentric potential (HCP) prediction model for real-time operation of the CARI-6 and CARI-6M programs. Specifically, the HCP value is used as a critical input value in the CARI-6/6M programs, which estimate the aviation route dose based on the effective dose rate. The CARI-6/6M approach is the most widely used technique, and the programs can be obtained from the U.S. Federal Aviation Administration (FAA). However, HCP values are given at a one month delay on the FAA official webpage, which makes it difficult to obtain real-time information on the aviation route dose. In order to overcome this critical limitation regarding the time delay for space weather customers, we developed a HCP prediction model based on sunspot number variations (Hwang et al. 2015). In this paper, we focus on improvements to our HCP prediction model and update it with neutron monitoring data. We found that the most accurate method to derive the HCP value involves (1) real-time daily sunspot assessments, (2) predictions of the daily HCP by our prediction algorithm, and (3) calculations of the resultant daily effective dose rate. Additionally, we also derived the HCP prediction algorithm in this paper by using ground neutron counts. With the compensation stemming from the use of ground neutron count data, the newly developed HCP prediction model was improved.

• Ocean and Polar Research
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• v.23 no.4
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• pp.323-335
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• 2001

Distribution features of foulers attached on 28 ships of 6 main shipping routes (SR) of the Far East Sea Basin were analyzed using various statistical methods. Collections obtained during 1976-1990 in the expeditions by the Institute of Marine Biology were used for the analyses. Samples were taken from the ships during anchorage by SCUBA diving and from dry-docks of Vladivostok ship-repairing yard. In all cases, the distribution patterns of most animals and algal species showed clear contagious patterns. Total biomass of fouling organisms and biomass of attached animals frequently increased along the horizontal direction of ship hulls, from the stem to the sternpost. Animal and algal species were usually located at different sites of the hulls. According to the increasing floating speed, there was, a clear tendency of the displacement in main fouling biomass from the stem to the stem. Any generalizations and deductions concerning the distribution patterns of the foulers from the same SR ships are not always substantiated, but one may see some similarities of the fouler distributions in many cases. Micro-scale turbulence generated by water flow around a ship hull for the distribution of fouling organisms is discussed.

• Ocean and Polar Research
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• v.23 no.2
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• pp.63-75
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• 2001

Species composition and community structure of the fouling found on the hulls of 28 ships traveling through 6 main shipping routes (SR)in the Far East Sea Basin were analyzed using statistical methods. Samples obtained during 1976-1990 expeditions of the Institute of Marine Biology were used for the analyses. These samples were taken from the ships anchored in the harbor by SCUBA diving and in dry-docks of the Vladivostok ship-repairing yard. Similar composition of the fouling communities occurred on the ships travelling the same SR. In five cases, fouling was dominated by different Cirripedia communities. And, in one case, a community of the mussel Mytilus trossulus was found. In most cases the results of the factor analyses showed extremely low level of the relationships among different animals and algal species in fouling communities. Each ocean-going ship had an original structure of the fouling. Spatially disconnected animal associations of tropical and boreal origin may simultaneously coexist at the same ship. This paper testified to the originality of the zone of anthropogenic substrata as a benthos concentrator in the pelagic regions of the world ocean. The fouling from different zones showed that each zone possesses peculiar features and regularities of the composition and relationships between organisms dwelling here.