• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.4
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• pp.303-308
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• 2013

We estimated sediment pollution by the analysis of COD and AVS. We also estimated the contents of Cu, Cd, Pb, Zn in sediment of Gwangyang bay, Mokpo inner bay and Shinan Bigum coastal area from 2011 July to 2012 February. In these results of sediment COD and AVS show III level pollution in Mokpo inner bay, however Gwangyang and Shinan Bigum coast show I level pollution. The results of Igeo show over 2 on the contents of Cu and Cd in Gwangyang bay and Mokpo inner bay. It also know that Igeo can more and detail estimate sediment pollution in industrial coastal area. These results show that it is suitable to estimated sediment pollution by COD and AVS with trace metal in industrial and initial polluted coastal area rather than analysis of COD and AVS only in coastal area.

• Bulletin of the Society of Naval Architects of Korea
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• v.27 no.2
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• pp.55-62
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• 1990

In this paper, another method for system reliability analysis, called the extended incremental load method, is introduced. The method is an extension of the conventional incremental load method and has been developed aiming at evaluating the probability of system failure(or system reliability) of continuous structures such as floating offshore structures under the multiple loading condition, more realistically considering the post-ultimate behaviour of failed components and directly using the strength formulae of principle components in a structure with employing the modified safety margin equation proposed herein in the system analysis. The method has been applied to the Hutton TLP operated in the Hutton field in the North Sea and a certain variant of the design using the TLP Rule Case Committee type improved strength models. System failure probability and corresponding system reliability indices are derived for a more economical and efficient design. The redundancy characteristics are also addressed. The TLP forms are shown to possess high reserve strength and system safety.

• Proceedings of KOSOMES biannual meeting
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• 2009.06a
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• pp.149-150
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• 2009

영산강 하구둑에 의해 폐쇄내만의 조건을 가진 영산강 하구역에서 식물플랑크톤의 계절변동을 파악하고자 2008년에 계절별로 7개 정점에서 조사하였다. 영산강 하구역에서 출현한 식물플랑크톤 개체수는 14$\sim$34,958cells/mL의 범위를 보였다. 조사시기별로는 7월에 평균 10,796cells/mL가 출현하여 조사기간 중 가장 많은 출현 개체수를 보였고, 이어서 9월(평균 3,327cells/mL), 5월(평균 590cells/mL), 11월(평균 34cells/mL) 순으로 감소하여 조사시기별 출현개체수의 변동이 매우 심하였다. 규조류는 모든 조사시기에 걸쳐 최고의 점유율을 나타내었고 11월을 제외하면 전체 개체수의 90%이상을 차지하고 있어 규조류가 영산강 하구역의 식물플랑크톤 생물량을 좌우하고 있는 종임을 알 수 있었다. 영산강 하구역에서 출현한 식물플랑크톤의 제 1 우점종은 5월에 Eucampia zodiacus(83.1%), 7월에 Chaetoceros curvisetus(24.2%), 9월에 Pseudo-nitzschia delicatissima(94.3%), 11월에는 Chroomnnas류(33.6%)로 변화하였다. 5월과 9월은 한 종이 전체 식물플랑크톤 개체수의 80% 이상을 차지하는 극우점양상을 보여주었고, 7월에는 C. curvisetus, Skeleton듬 costatum 및 Chaetoceros sp. 등이 유사한 점유율로 우점하고 있었다. 영산강 하구역의 식물플랑크톤 종다양성지수는 0.228$\sim$2.260의 범위로 소수의 우점종에 의해 전체 군집의 분포양상이 결정되는 전형적인 연안, 하구수역의 군집 특성을 보이고 있었다.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.5
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• pp.576-582
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• 2016

To cope with international regulations, such as Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP) and so forth, and to enforce limitations on $CO_2$ emissions, green-ship technology to lower fuel consumption has been actively researched, and the development of an energy-saving device (ESD) is being pursued. In order to design an ESD for small and medium-sized domestic vessels, an analysis on flow characteristics has been performed in the present study. Through a model test and numerical analyses, the characteristics of flow around the stern bilge and bulb have been compared to improve wake quality and resistance performance. As a result of these comparisons and analyses, a vertical plate has been adopted,, as a new ESD. Design criteria for the proposed ESD are also suggested. By applying this new ESD, it is expected that the total resistance and average nominal wake can be reduced by 3.04 % and 18.8 %, respectively.

• Journal of the Korean Society of Marine Environment & Safety
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• v.14 no.2
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• pp.105-109
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• 2008

In our country, limiting nutrient is known as phosphorus in the most lakes. Therefore, the removal of phosphorus is a very important process in sewage treatment. However, many of the sewage treatment plants employ the conventional activated sludge process, known to remove $10{\sim}30%$ of phosphorus. Thus, additional phosphorous removal process will be needed. Oyster shells have been known to remove phosphorus in water. The removal efficiency of phosphorus was highest at smallest size of oyster shells and at the highest pH for batch test. The phosphorous removal rate with various calcium concentrations was increased by increasing calcium concentration. At the 20 mg/l of calcium, more than 90% of phosphorous was removed in two hours. The removal efficiency of phosphorous was increased greatly at 300% of recirculation rate. With 300% of recirculation rate, the removal efficiency reached 80% at pH 11. The negative effects of bicarbonate on crystallization were observed in oyster shells. The effects of bicarbonate on rate constant were also investigated by applying these results to experimental equation. The rate constant was decreased at the inverse logarithm bicarbonate concentration.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.5
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• pp.501-506
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• 2015

This study seeks to analyze ships traffic characteristics according to water time in order to provide the necessary data for efficient traffic management development. To analyze maritime traffic volume according to water time, 1 year amount of solar calendar data were converted into lunar calendar, and then applied the traditional water time system of West Sea by using AIS(Automatic Identification System) observation data gathered in Mokpo port for a year of 2013. As a result, it was found herein that the number of outbound ships was larger on the $2^{nd}-3^{nd}$ water times than the $7^{th}$ water times by 23-24 %. And the number of inbound ships was higher on the $12^{th}-13^{th}$ water times than the $9^{th}$ water time by 29-33 %. The hourly variation index of inbound and outbound ships according to time, in particular, was found to change in the form of sine function model. This study is expected to serve as a necessary basic material for development of maritime traffic management according to water time.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.2
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• pp.212-223
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• 2022

For the remediation and restoration of contaminated sediment at the West Sea-Byeong dumping site, dredged materials was dumped in 2013, 2014, 2016, and 2017. The physicochemical properties and benthic fauna in surface sediments of the capping area (5 stations) and natural recovery area (2 stations) were analyzed annually from 2014 to 2020 to evaluate the capping effect of the dredged materials. The natural recovery area had a finer sediment with a mean particle size of 5.91-7.64 Φ, while the sediment in the capping area consisted of coarse-grained particles with a mean particle size of 1.47-3.01 Φ owing to the capping effect of dredged materials. Considering that the contents of organic matters (COD, TOC, and TN) and heavy metals in the capping area are approximately 50 % lower (p<0.05) than that in the natural recovery area, it is judged that there is a capping effect of dredged materials. As a result of analyzing macrobenthic assemblages, the number of species and ecological indices of the capping area were significantly lower than that of the natural recovery area (p<0.05). The number of species and ecological indices at the capping area were increased for the first four years after the capping in 2013 and 2014 and then tended to decrease thereafter. It is presumed that opportunistic species, which have rapid growth and short lifetime, appeared dominantly during the initial phase of capping, and the additory capping in 2016 and 2017 caused re-disturbance in the habitat environment. In the natural recovery and capping areas, Azti's Marine Biotic Index (AMBI) was evaluated as a fine healthy status because it maintained the level of 2^nd grades (Good), whereas Benthic Pollution Index (BPI) remained at the 1^st and 2^nd grade. Therefore, capping of dredged materials for remediation of contaminated sediment in the dumping site has the effect of reducing the pollution level. However, in terms of the benthic ecosystem, it is recommended that the recovery trend should be monitored long-term. Additionally, it is necessary to introduce an adaptive management strategy when expanding the project to remediate the contaminated sediment at the dumping area in the future.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.1
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• pp.27-41
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• 2016

This study was performed to investigate the community structure and health assessment of macrobenthic assemblages in Geoje-Hansan Bay, Southern Coast of Korea. Macrobenthos were collected by van Veen grab sampler at May (spring) and August (summer) 2013. The total species number and mean density were 300 species $7.6m^{-2}$ and $1,994ind.\;m^{-2}$, respectively. The major dominant species were the polychaetes Lumbrineris longifolia ($299{\pm}164ind.\;m^{-2}$), Aphelochaeta monilaris ($100{\pm}57ind.\;m^{-2}$), the bivalve Musculista senhousia ($91{\pm}96ind.\;m^{-2}$) and the polychaete Praxillella affinis ($80{\pm}66ind.\;m^{-2}$). From the community statistics [cluster analysis and nonmetric multidimentional scaling (NMDS) ordination], the macrobenthic community was distinguished into two groups of inner bay (farming ground of near Sandal Island) and channel station(from Hansan Island to Chubong Island) group. In this study, the ecological status was assessed by four biotic indices Shannon's H', the ATZI Marine Biotic Index (AMBI), multivariate-AMBI (M-AMBI) and the Environment Conservation Index (ECI). The ecological status of the macrobenthic community in Geoje-Hansan Bay were poorer in the inner bay station than in the channel station. The results of the present study showed that three biotic indices (Shannon's H', M-AMBI and ECI) were valid as an index for evaluating the ecological status than the AMBI.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.1
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• pp.78-91
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• 2018

In order to understand the distributions of organic matter and heavy metal concentrations in the surface sediment of Jaran Bay, we measured the grain size, total organic carbon (TOC), total nitrogen (TN), and heavy metals (As, Cd, Cr, Cu, Fe, Hg, Mn, Pb, and Zn) in surface sediments collected at 15 stations in this bay in November 2014. The sediment consisted of finer sediment such as mud and clay, with 8.6-9.8Ø($9.3{\pm}0.3$Ø) of mean grain size. The concentrations of TOC and TN in the sediment ranged from 1.51-2.39 % ($1.74{\pm}0.22%$) and 0.20-0.33 % ($0.23{\pm}0.03%$), respectively, and did not show spatial difference. The carbon to nitrogen ratio (C/N ratio) ranged from 5-10, indicating that organic matter in the sediment originated from oceanic sources such as animal by-products from fish and shellfish farms. The concentrations of Cr, Fe, and Mn were much higher in the mouth of the bay than in the inner bay, and the concentrations of As, Cd, Cu, Hg, Pb, and Zn showed an opposite distribution pattern. Based on the results of the sediment quality guidelines (SQGs), enrichment factor (EF), geoaccumulation index ($I_{geo}$), pollutant load index (PLI), and ecological risk index (ERI), the surface sediment in Jaran Bay is not polluted or only slightly polluted with Cd, Cr, Cu, Hg, Pb, and Zn, whereas it is moderately to strongly polluted with As. In particular, some regions in the bay were identified as having a considerable risk status, indicating that metal concentration in the sediment could impact benthic organisms. Thus, the systematic management for marine and land sources of organic matter and heavy metals around Jaran Bay is necessary in order to ensure seafood safety and maintain sustainable production on shellfish farms.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.2
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• pp.275-285
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• 2021

COVID-19 is threatening the safety of ships and seafarers by delaying seafarer rotation. Shipping companies and governments have a blindspot in case of the onboard environment of seafarers. An effective, alternative plan should be devised to eliminate the possibility of human accidents in an emergency that threatens the safety of seafarers. According to the survey of former and current seafarers, the most important factor in boarding life was safety, and the most necessary thing during emergencies was to secure smooth seafarer rotation rather than improve wages and welfare. By analyzing the major routes of national shipping companies by continent, ports with a large number of calls and a high Air Connectivity Index were selected as the base port. In addition, the route was designed for effective, domestic seafarer rotation during international shipping. Other countries must be consulted to establish a travel route linking ships, ports, and airports for the safe return of sailors to their home countries during an emergency. In addition, it is necessary to work together for the seafarers who are in trouble of seafarer rotation through cooperation with the International Maritime Organization(IMO). Starting with this, the government should have a monitoring system for the return and non-return routes as well as the number of seafarers on board. If such a system is established, it will be able to determine the response direction of our country's policy in case of an emergency. Along with the shipping company's ef orts to improve the treatment of seafarers, national and social attention will be needed to review domestic laws and improve awareness about seafarers.