• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
• /
• v.19 no.3
• /
• pp.180-190
• /
• 2014

It has been customary to exclude top 10-20% of velocity profiles in the Acoustic Doppler Current Profiler (ADCP) measurement due to side lobe effects at the boundary. To better understand the mixing in the Yeongsan estuary, the freshwater advection speed (FAS) was recovered from highly contaminated ADCP data near the surface. The velocity profiles were measured by using ADCP at two stations in the Yeongsan estuary during August 2011: one was located in front of the Yeongsan estuarine dam and the other was deployed near Goha Island. The FAS was recovered from the ADCP data set by applying rigorous post-processing methods and compared with the sediment advection speed (SAS). The SAS was determined by the peak time difference of suspended sediment concentration between two stations in the channel, divided by the distance of two stations. The FAS and the SAS showed very similar value when the freshwater discharge was greater than $2.0{\times}10^7$ ton and the SAS was a bit greater when the freshwater discharge was smaller. Since the FAS was on average about 0.8 m/s greater than the velocity at 0.8 of water depth from the bottom, the net discharge, estimated with recovered FAS and integrated over water depth and tidal cycle, was directed seaward during the high discharge contrary to the onshore direction of the net discharge estimated with 0.8 of water depth from the bottom. Moreover, the velocity shear and Richardson number changed when the FAS was used. Thus, the importance of the true FAS is appreciated in the investigation of the surface layer stability. If currents, temperature and salinity were observed for longer time in the future, it could be possible to more accurately understand the formation and decay of stratification as well as the suspended sediment transport processes.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
• /
• v.5 no.1
• /
• pp.27-36
• /
• 2000

We investigated the phytoplankton community from June to September 1997 in the waters off Kohung, Korea where red tides dominated by harmful dinoflagellates had occurred from August to September or October since 1995. We took water samples five times from 5 depths at 6 or less stations in this study period. The most dominant harmful dinoflagellate during the red tide which had outbroken on August 24, 1997 was Gyrodinium impudicum, not Cochlodinium polykrikoides. On August 21 just before the harmful red tide occurred the abundance of G. impudicum at the inner bay station, 90cells $ml^{-1}$, was higher than that at the outer bay station. However, on August 27 just after the red tide had outbroken, the abundance of G. impudicum at the inner bay station did not increase, whereas that at the outer bay increased rapidly and reached to the maximum of 30,000 cells $ml^{-1}$. Instead, diatoms such as Skeleltonema costatum, Chaetoceros pseudocurvisetus, Pseudonitzschia pungens rapidly increased at the inner bay station where fresh water from lands has reached. The high abundance of diatoms might have inhibited the growth of red tide dinoflagellates at this station. The transport of already formed red tide patches from offshore areas, aggregation of scattered cells driven by physical forces, and/or competition between diatom and dinoflagellates might be responsible for this appearance of dense red tide patches at the outer bay station.

• Journal of the Korean Institute of Navigation
• /
• v.4 no.2
• /
• pp.45-79
• /
• 1980

The aim of this paper is to analyze the mechanics of price formation in the tramp shipping. For the purpose of this study, the main characteristics of tramp freight rates and the market is examined, and a brief examination of the nature ofthe costs of operation is given which are essential for the understanding of the functioning of shipping firms as well as for the understanding of developments in the tramp freight market. The demand and supply relationships in the market is also analysed in detail. Tramp shipping is an industry that has a market which functions under conditions that are not dissimilar to the theoretical model of perfect competition. However, it does notmean that tramp shipping market is a perfectly competitive market. It is apparent that this realworld competitive system has its imperfections, which means that the market for tramp shipping is near to being a perfectly competitive market on an internaitonal scale and it is freight are therefore subjext to the laws of supply and demand. In theory, the minimum freight rate in the short term is that at which the lowest cost vessels will lay-up in preference to operating, and is equal to the variable costs minus lay-up costs; and this would imply that in all times except those of full employment for ships there is a tendency for newer low-cost, and, probably, faster vessels to be driving the older high-cost vessels in the breaker's yards. In this case, shipowners may be reluctant to lay-up their ships becasue of obligations to crews, or because they would lose credibility with shippers or financiers, or simply because of lost prestige. Mainly, however, the decision is made on strictly economic grounds. When, for example, the total operating costs minus the likely freight earnings are greater than the cost of taking the ship out of service, maintaining it, and recommissioning it, then a ship may be considered for laying-up; shipowners will, in other words, run the ships at freight earnings below operating costs by as much as the cost of laying them up. As described above, the freight rates fixed on the tramp shipping market are subject to the laws of supply and demand. In other words, the basic properties of supply and demand are of significance so far as price or rate fluctuations in the tramp freight market are concerned. In connection with the same of the demand for tramp shipping services, the following points should be brone in mind: (a) That the magnitude of demand for sea transport of dry cargoes in general and for tramp shipping services in particular is increasing in the long run. (b) That owning to external factors, the demand for tramp shipping services is capable of varying sharphy at a given going of time. (c) The demad for the industry's services tends to be price inelastic in the short run. On the other hand the demand for the services offered by the individual shipping firm tends as a rule to be infinitely price elastic. In the meantime, the properties of the supply of the tramp shipping facilities are that it cannot expand or contract in the short run. Also, that in the long run there is a time-lag between entrepreneurs' decision to expand their fleets and the actual time of delivery of the new vessels. Thus, supply is inelastic and not capable of responding to demand and price changes at a given period of time. In conclusion, it can be safely stated that short-run changes in freight rates are a direct result of variations in the magnitude of demand for tramp shipping facilities, whilest the average level of freight rates is brought down to relatively low levels over prolonged periods of time.

• Korean Journal of Environmental Biology
• /
• v.35 no.4
• /
• pp.549-556
• /
• 2017

Rivers continuously transport terrestrial organic carbon matter to the estuary and the ocean, and they play a critical role in productivity and biodiversity in the marine ecosystem as well as the global carbon cycle. The amount of terrestrial organic carbon transporting from the rivers to ocean is an essential piece of information, not only for the marine ecosystem management but also the carbon budget within catchment. However, this phenomenon is still not well understood. Most large rivers in Korea have a well-established national monitoring system of the river flow and the TOC (Total Organic Carbon) concentration from the mountain to the river mouth, which are fundamental for estimating the amount of the TOC flux. We estimated the flux of the total terrestrial organic carbon of five large rivers which flow out to the Yellow Sea, using the data of the national monitoring system (the monthly mean TOC concentration and the monthly runoff of river flow). We quantified the annual TOC flux of the five rivers, showing their results in the following order: the Han River ($18.0{\times}10^9gC\;yr^{-1}$)>>Geum River ($5.9{\times}10^9gC\;yr^{-1}$)>Yeongsan River ($2.6{\times}10^9gC\;yr^{-1}$)>Sumjin River ($2.0{\times}10^9gC\;yr^{-1}$)>>Tamjin River ($0.2{\times}10^9gC\;yr^{-1}$). The amount of the Han River, which is the highest in the Korean rivers, corresponds to be 4% of the annual total TOC flux of in the Yellow River, and moreover, to be 0.6% of Yangtze River.

• Korean Journal of Poultry Science
• /
• v.45 no.4
• /
• pp.253-260
• /
• 2018

The hepatocyte nuclear factor 4 alpha ($HNF4{\alpha}$) gene is related to lipid transport, including abdominal fat and growth, in chickens. Interestingly, the A543G SNP within the $HNF4{\alpha}$ gene has previously been reported to be associated with body weight in both broilers and Korean native chickens (KNCs). However, its exact position within the HNF4 is not yet reported. This study aimed to identify the position of the A543G SNP and to identify additional SNPs that can be used as genetic markers in KNCs. A total of 128 KNCs were used for the sequencing and analysis of these genetic associations. As a result, A543G SNP was located in intron 4 of the $HNF4{\alpha}$ gene; it is reported as rs731246957 in the NCBI database. Fourteen SNPs were detected in the sequenced portion of the $HNF4{\alpha}$ gene; three of these, rs731246957, rs736159604 and new SNP, intron 6 (249), were significantly related with growth in the chickens. In this study, the TT genotype of rs731246957, previously reported as A543G SNP, the GG genotype of rs736159604 and GT of new SNP have are highly associated with body weight from birth to 40 weeks of age in KNCs (P<0.01). These results suggest that rs736159604, rs731246957 and intron 6 (249) SNPs within the $HNF4{\alpha}$ gene could function as growth-related markers in the selective breeding of KNCs.

• Korean Journal of Remote Sensing
• /
• v.38 no.6_1
• /
• pp.1463-1478
• /
• 2022

Maritime transport accounts for 99.7% of the exports and imports of the Republic of Korea; therefore, developing a vessel monitoring system for efficient operation is of significant interest. Several studies have focused on tracking and monitoring vessel movements based on automatic identification system (AIS) data; however, ships without AIS have limited monitoring and tracking ability. High-resolution optical satellite images can provide the missing layer of information in AIS-based monitoring systems because they can identify non-AIS vessels and small ships over a wide range. Therefore, it is necessary to investigate vessel monitoring and small vessel classification systems using high-resolution optical satellite images. This study examined the possibility of developing ship monitoring systems using Compact Advanced Satellite 500-1 (CAS500-1) satellite images by first training a deep learning model using satellite image data and then performing detection in other images. To determine the effectiveness of the proposed method, the learning data was acquired from ships in the Yellow Sea and its major ports, and the detection model was established using the You Only Look Once (YOLO) algorithm. The ship detection performance was evaluated for a domestic and an international port. The results obtained using the detection model in ships in the anchorage and berth areas were compared with the ship classification information obtained using AIS, and an accuracy of 85.5% and 70% was achieved using domestic and international classification models, respectively. The results indicate that high-resolution satellite images can be used in mooring ships for vessel monitoring. The developed approach can potentially be used in vessel tracking and monitoring systems at major ports around the world if the accuracy of the detection model is improved through continuous learning data construction.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.28 no.6B
• /
• pp.731-741
• /
• 2008

Previous studies on the numerical simulation at the tidal reach of Han River tend to restrict downstream boundary as Jeon-ryu station due to difficulties in gaining cross section data and tidal elevation values at Yu-do. But, in this study, geometries beyond the confluence of Gok-reung stream and Im-jin River are constructed based on the numerical sea map; tidal elevation at the downstream boundary, Yu-do is estimated by harmonic analysis of In-cheon tide gage station so that hydrodynamic and diffusion behavior have been analyzed. The domain ranging from Shin-gok submerged weir to Yu-do is selected (which is 36.8 km in length). RMA-2 and RAM4 developed by Il Won Seo (2008) are applied to simulate flow and diffusion behavior, respectively. Numerical results of flow characteristic are compared with the measured data at Jeon-ryu station. Simulation is carried out from June 23 to 25 in 2006 on the ground that hydrologic data is satisfactory and tidal difference is huge during that period. The result shows that reverse flow occurs 5 times according to the tidal elevation at Yu-do and the maximum reverse flow is observed up to Jang-hang IC, which is 32.9 km in length. Also analysis is focused on the process of generation and disappearance of reverse flow, the distribution of water surface elevation and velocity along the maximum velocity line, and the transport of nonconservative pollutant. Pollutant injected from Gul-po stream spreads widely across the river; however, the size of BOD cloud entering from Gok-reung stream is relatively small because water depth at the mid and left side becomes deeper and maximum velocity occurs along the right bank so that transverse mixing is completed quickly. Finally, mixing characteristic of horizontal salinity distribution is obtained by estimating the salinity input with analytical solution of 1D advection-dispersion equation.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
• /
• v.15 no.1
• /
• pp.8-15
• /
• 2010

An experiment was conducted to evaluate the biologically adverse effect of increased carbon dioxide in seawater on marine bacteria, Vibrio fischeri. We measured the bioluminescence and cell density at every 6 hours for 24 hours of the whole incubation period after exposing test microbes to a range of $CO_2$ concentration such as 380(Control), 1,000, 3,000, 10,000 and 30,000 ppm, respectively. Significant effect on relative luminescence(RLU) of V. fischeri was observed in treatments with $CO_2$ concentration higher than 3,000 ppm at t=12 h. However, the difference of RLU among treatments significantly decreased with the incubation time until t=24 h. Similar trend was observed for the variation of cell density, which was measured as optical density using spectrophotometer. The results showed that a significant relationship between $CO_2$ concentration and bioluminescence of test microbes was observed for the mean time. However, the inhibition of relative bioluminescence and also cell density could be recovered at the concentration levels higher than 3,000 ppm. The dissolved $CO_2$ can be absorbed directly by cell and it can decrease the intracellular pH. Our results implied that microbes might be adversely affected at the initial growing phase by increased $CO_2$. However, they could adapt by increasing ion transport including bicarbonate and then could make their pH back to normal level. Results of this study could be supported to understand the possible influence on marine bacteria by atmospheric increase of $CO_2$ in near future and also by released $CO_2$ during the marine $CO_2$ sequestration activity.

• Korean Business Review
• /
• v.21 no.2
• /
• pp.137-170
• /
• 2008

This study is presenting the logistics strategy in the international logistics markets which makes competition and corporation among north-east Asian countries to establishing the multi-pass Eurasian railroads. The countries located in north-east area of Eurasia like China, Japan, Russia and Korea are paying higher costs and disutility to the transportations and communications due to repeated conflicts and confrontations causes from the politic problems. They are being used surface transportation for most of all logistics between Europe and Asia except special merchandises because of characteristic of cargo to be air, the Silk Road remains vestige only which was main logistic passage to this area since BC. So far the Trans-Siberian Railway is being used by Russia mostly as north of Eurasian transport because of difficulties of service. The Trans-China Railway built in 1992 is not accomplishing as a international logistic passages. It is expected to take a long lead time because of characteristic of resource development and poor logistic infrastructure to the countries like Uzbekistan, double landlocked country, Mongolia and Azerbaijan, the countries do not be adjacent to the sea, even they have great economic jump-up plans through the development of their own resources. The Shanghai Cooperation Organization(SCO) start to sail officially in 2001 is constructed with China, Russia, Tadzhikistan, Kyrgyzstan, Kazakhstan and Uzbekistan as regular members of 6 countries and Mongolia, India, Pakistan, Afghanistan and Iran as observers 5 countries. It is started as a military alliance to protect terror, but now, it is expended to cooperate with the traffic, transportation, trade and share of energies. The Russia is doing their best to activate TSR as a government target to developnorth area equivalently, and economic develop of far-east Siberia. And also it is agreed provisionally to improve and repair of rail road between Nahjin and Hassan to connect TSR and TKR( Trans-Korea Railroad) by Russia, North Korea and South Korea with Russian's aggressive efforts. The development plan of this area is over lapped with GTI(Greater Tumen Initiative) promoted by UNDP, and is a cooperated project by 5 countries of South Korea, Mongolia, China, Russia and North Korea, subject to review the appropriation of energy, tour, environment, rail road connection between Mongolia and China and establishing a ferry route to north-east Asia. It is Japanese situation to pay attention to Russia and China even they have been supplying large-scope of infrastructure in Mongol area without any charges, target to get East Asia Main Rail Road to connect Mongolia and Zalubino of Russia. In case of the program for the Denuclearization of North Korea is not creeping, it will be accelerated to connect the TKR and TSR, TKR and TCR by somehow attending United States, including developing program promoted by UN ESCAP. As the result, Korean peninsular will continue the central role of competition and cooperation as in the past, now and future of north-east Asia, as of geographical-economics and geographical-politics whether it is requested or not wanted by neighbor countries.

• The Journal of Engineering Geology
• /
• v.28 no.2
• /
• pp.217-246
• /
• 2018

During the selection and characterization of target formations in the Small-scale Offshore $CO_2$ Storage Demonstration Project in the Pohang Basin, we have carefully investigated the possibility of induced earthquakes and leakage of $CO_2$ during the injection, and have designed the storage processes to minimize these effects. However, people in Pohang city have a great concern on $CO_2$-injection-intrigued seismicity, since they have greatly suffered from the 5.4 magnitude earthquake on Nov. 15, 2017. The research team of the project performed an extensive self-investigation on the safety issues, especially on the possible $CO_2$ leakage from the target formation and induced earthquakes. The target formation is 10 km apart from the epicenter of the Pohang earthquake and the depth is also quite shallow, only 750 to 800 m from the sea bottom. The project performed a pilot injection in the target formation from Jan. 12 to Mar. 12, 2017, which implies that there are no direct correlation of the Pohang earthquake on Nov. 15, 2017. In addition, the $CO_2$ injection of the storage project does not fracture rock formations, instead, the supercritical $CO_2$ fluid replaces formation water in the pore space gradually. The self-investigation results show that there is almost no chance for the injection to induce significant earthquakes unless injection lasts for a very long time to build a very high pore pressure, which can be easily monitored. The amount of injected $CO_2$ in the project was around 100 metric-tonne that is irrelevant to the Pohang earthquake. The investigation result on long-term safety also shows that the induced earthquakes or the reactivation of existing faults can be prevented successfully when the injection pressure is controlled not to demage cap-rock formation nor exceed Coulomb stresses of existing faults. The project has been performing extensive studies on critical stress for fracturing neighboring formations, reactivation stress of existing faults, well-completion processes to minimize possible leakage, transport/leakage monitoring of injected $CO_2$, and operation procedures for ensuring the storage safety. These extensive studies showed that there will be little chance in $CO_2$ leakage that affects human life. In conclusion, the Small-scale Offshore $CO_2$ Storage Demonstration Project in the Pohang Basin would not cause any induced earthquakes nor signifiant $CO_2$ leakage that people can sense. The research team will give every effort to secure the safety of the storage site.