• Korean Journal of Fisheries and Aquatic Sciences
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• v.12 no.4
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• pp.201-207
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• 1979

The stow net now used in the Yellow Sea, are traditional bag net with the opening held by a lighter upper and a weighted lower beams standing against the current. Such bag net anchored at the bottom are known in many countries, particularly in the estuaries of large rivers, but more rarely in sea fisheries, because they are too much affected by the weather, moreover a permanent strong current is necessary. Some scientists intended to improve this fishing gear, using the shearing devices instead of a lighter upper and a weighted lower beams in order to widen mouth of the stow net however they are unsuccessful. One-fortieth scale model net of the stow net was tested in a circular water tank with an effective volume of $5.67m\times1.76m\times1.00m$ of observing the configuration and tension of the net. Experiments were carried out under the various combination including water velocity, spherical floats and elevating floats with the shearing hoods instead of the upper beam. We found those devices offered a very low resistance per net area to current compared with the spherical floats or upper beam, and had a fairly good shearing power at any velocity and direction of the current. The total resistance (R) of the model net to which shearing hoods and floats are attached can be induced by the following formula under the condition of 0.25m/sec to 0.5m/sec, $$R(kg)=3.11V^{1.54}$$ The height (h) of the improved model net (m-B) is higher than traditional model net(m-A) with upper and lower beams, m-A: h(cm)=89.22-2.42(V-15). $V\geqq15,\;cm/sec$ m-B: h(cm)=89.20-0.78V (V:cm/sec) The catch efficiency of improved model net is 1.5 times traditional model net.

• The Journal of Fisheries Business Administration
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• v.36 no.3 s.69
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• pp.119-139
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• 2005

The purpose of this paper is to provide information that will help both fishing industry and fisheries authority understand the principals of individual transferable quota(ITQ) fishery management. Theoretical frameworks and primary features of ITQ fishery managemenet are the assignment of exclusive property rights for harvest of common - property fisheries resources. An ITQ fishery management is fundamentally different from the conventional fishery management and it gives an individual fisherman the right to catch a specified quantity of fish, his quota. With ITQ, fisherman's quotas are transferable, in whole or in part. An ITQ is a property with certain rights of use, namely, the right to catch a given quantity and species of fish in a specific location during a specific period of time. The right is exclusive in the sense that no one else has the right to use the quota without the owner's permission. The property may be assigned, traded, and exchanged; i.e., the owner has the right to transfer an ownership to others. An ITQ fishery management leads to both economic efficiency and resource conservation. Motivations to overexploit stocks and to overcapitalize should be lessened because fishermen no longer have to compete for limited resources. There are significant positive net benefits and advantages with ITQ fishery management than without. The potential benefits and advantages of ITQ fishery management include increased profits, economic stability, improved product quality, safer working conditions, less gear conflict, elimination of the race - to - fish phenomenon, less by - catch, less gear loss, improved investment climate, mitigation of market gluts, waste reduction, addition to fisherman's wealth, and compensation for fisherman exiting the fishery. As an independent observe to Red Crab Trap Fishery some of the benefits, problems, and effects, an ITQ fishery management in Red Crab Trap Fishery is still far from to be implemented. Many different and difficult aspects (biological, socioeconomics, administrative) are involved considering the implementation of ITQ fishery management in Red Crab Trap Fishery. Among other fishery management tools, the implementation of ITQ fishery management in Red Crab Trap Fishery is considered to be the best in achieving the better conservation of fisheries resources and their more economic and rational exploitation. Korean fisheries authority should pay great attention to the experience of the economic effects of the ITQ fishery management in Red Crab Trap Fishery in the hope of being able to implement at least some of those experiences into the Korean fishery management.

• Economic and Environmental Geology
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• v.41 no.4
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• pp.383-392
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• 2008

This study aims to evaluate the mechanical-chemical stability of used coal ash blocks, for improving fishing grounds. The surface of weathered ash blocks in seawater showed a decrease in the Ca and an increase in the Mg contents, compared to that of fresh blocks. This result reflects the substitution of Ca by Mg in seawater. The compressive strengths of ash blocks submerged into seawater during 12 months ranged from 235.23 to $447.43\;kgf/cm^2$; this is higher than the standard strength of wave-absorbing blocks($180\;kgf/cm^2)$ that are used for harbor construction. In addition, the compressive strength of ash blocks tends to increase with increasing installation time in seawater. The result of leaching experiments on coal ash blocks by Korean Standard Leaching Test(KSLT) method showed that leached concentrations of most metals except Cr(that leached up to 50 ppb, approaching standard concentration) do not exceed the seawater quality standards. A long-term(112 days) heavy metal leaching test to analyze seawater without mixing-dilution also showed that the concentrations of leached heavy metals, except for Cu, under anaerobic conditions do not exceed the seawater quality standards. Accordingly, the use of coal ash blocks in marine environments appears to be safe from chemical and mechanical factors that decrease the efficiency of concrete. Also, leaching concentration of Cu seems to be stable by decrease of leaching concentration due to dilution of seawater.

• Journal of the Institute of Convergence Signal Processing
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• v.22 no.4
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• pp.179-184
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• 2021

Along with the development of the fourth industry, the public sector has increasingly paid more attention to search using drones and real-time monitoring, for various goals. The drones are used and researched to complete a variety of searching and monitoring missions, including search for missing persons, security, coastal patrol and monitoring, speed enforcement, highway and urban traffic monitoring, fire and wildfire monitoring, monitoring of illegal fishing in reservoirs and protest rally monitoring. Police stations, fire departments and military authorities, however, concentrate on the hardware part, so there are little research on efficient communication systems for the real-time monitoring of data collected from high-performance resolution and infrared thermal imagining cameras, and analysis programs suitable for special missions. In order to increase the efficiency of drones with the searching mission, this paper, therefore, attempts to propose an image analysis technique to increase the precision of search by producing image data suitable for searching missions, based on images obtained from drones and provide the foundation for improving relevant policies and establishing proper platforms, based on actual field cases and experiments.

• Journal of Korean Port Research
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• v.11 no.2
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• pp.321-337
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• 1997

Rapid change in the technological environment of marine transportation and the development of the ocean shipping industry have fostered a revolution in the port system. This in turn has caused major changes in the function and use of port in Korea. Aside from this. Mokpo Port, however continues to decline, because the existing port facilities and related subsystem are already obsolete with no chance of regaining operational effectiveness and treatment for proper implementation. Although a few studies have been done on the Mokpo Port, has not been found, any reseach for the analytical approach to the transportation system of it. This paper aims to make an extensive analysis of the physical distribution system in Mokpo Port focusing on the coordination of subsystems such as navigational aids system, quay handling and transfer system, storage system and inland transport system. The base of introduced simulation tool here is the queueing theory. The overall findings are as follows; 1. Among those vessels called at Mokpo Port in 1994, the average size of oceangoing vessels is 4,922.1 G/T, and the domestic is 317.8 G/T. The average arrival interval and service time of the domestic vessels are 6.0 hours and 24.1 hours respectively marking the berth occupation rate over 100%. Those for oceangoing vessels are 34.5 hours, 120.0 hours and 37.2%. In order to maintainin the berth occupation rate to 70% the capacity considering the 1994 of domestic piers must be extended to 145% and oceangoing vessels must be increased to 165% year called. 2. The capacity of approaching channel is enough to handle the total traffic volume. 3. Tugs are sufficiently being provided to handle all ships requiring their services 4. The capacity of storage and inland transportation systems are sufficient to handle the throughput and the yard stroage utilization rate of No.1 $\cdots$ No.5 is 4.5% and No.6 1S 30% of 1993's. 5. The utilization rate of LLc(Level Looping Crane) and PNT(PNeumaTic) are 2.7% and 18.8%, respectively. Practical solution and proposal for improvement of Transportation System in Mokpo Port are as follows; 1. To avoid the congestion in domestic pier introduction of a new port operation system is necessary allowing the domestic vessel to use the oceangoing pier. 2. To establish the port management information system to improve the efficiency of port operation. 3. To build a new storage system for high valued cargos including modernization of the present storage and handling system. 4. To insure the safety of navigation in approaching channel, The Vessel Traffic System including separation scheme is introduced. 5. To interest enormously on public relation to ship owner's association, shippers and consignees by showing that they can save cost and ship turnaround time in order to promote the call to Mokpo Port. At last, to be strategically change the function of Mokpo Port to the Leisure, Fishing & Ferry as well as Maritime port.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.39 no.3
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• pp.197-210
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• 2003

The non-float midwater pair trawl was effective in the mouth opening and control of the working depth in midwater and bottom. In contrast, we confirmed that it was difficult to keep the net at surface above 30 m of the depth by means of the full scale experiment in the field and the model test in the circulation water channel. To solve this problem, the kites were attached to the head rope of the non-float midwater pair trawl. In this study, four kinds of the model experiments were carried out with the purpose of applying the kite to the korean midwater pair trawl. The results obtained can be summarized as follows: 1. The working depth of the non-float midwater pair trawl with the kite was shallower than that of the proto type and non-float type. The working depth of the kite type was approximately 20m with 2 kites and about 5m with 4 kites under 4.0 knot. The working depth was almost constant but the depth of the head rope sank approximately 15m and 10m according to the increase in the front weight and the wing-end weight, respectively. The changing aspect of the working depth was constant, but the depth of the head rope sank approximately 22m according to the increase in the lower warp length (dL). 2. The hydrodynamic resistance of the kite type was almost increased in a linear form in accordance with the flow speed increase from 2.0 to 5.0 knot. The increasing grate of the hydrodynamic resistance tended to increase in accordance with the increase in flow speed. The hydrodynamic resistance of the kite type was larger approximately 5～10 ton larger than that of the non-float type and the proto type. The hydrodynamic resistance of the kite type increased approximately 3ton with the changing of the front weight from 1.40 to 3.50 ton and approximately 4 ton with the changing of the wing-end weight from 0 to 1.11 ton and approximately 5.5 ton with the changing lower warp length (dL) from 0 to 40 m, respectively. 3. The net height of the kite type was increased approximately 10 m with the change in the kite area from $2,270mm^2$ to 4,540 $\textrm{mm}^2$. The net height of the kite type was aproximately 50 m and 30 m larger than that of the proto type and the non-float type, respectively. The changed aspect of the net width was approximately 5m with the variation of the flow speed from 2.0 to 5.0 knot. 4. The filtering volume of the kite type was larger than that of the proto type and the non-float type by 28%, 34% at 2.0 knot of the flow speed and 42%, 41% at 3.0 knot, and 62%, 45% at 4.0 knot, and 74%, 54% at 5.0knot, respectively. The optimal towing speed was approximately 3.0 knot for the proto type and was over 4.0 knot for the non-float type, and the optimal towing speed reached 5.0 knot for the kite type. 5. The opening efficiency of the kite type was approximately 50% and 25% larger than that of the proto type and the non-float type, respectively.

• Journal of the Korean Society for Marine Environment & Energy
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• v.14 no.4
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• pp.239-248
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• 2011

This paper evaluated types and characteristics of development projects occurred in coastal area (Public Water) by analyzing an application status of Sea Area Utilization Conference System that effective protect and manage marine environment and ecosystem from various artificial utilization and development enforced in 2008. Also, system improvement for stable settlement and security of efficiency considering exposed problems during system enforcement were diagnosed. The number of Sea Area Utilization Conference (SAUC) performanced during the period of 2009-2010 was 3,705, which consisted of simple SAUC (87.0%), general SAUC (12.8%), and Sea Area Utilization Impact Assessment (SAUIC; 0.2%). The general SAUC was accomplished for Public Water reclamation (43.4%), seawater supply and drainage (17.5%), dredging sediment (5.5%), installation of port facilities (4.6%) and fishing harbor facilities (2.3%), and others (23.4%). Statements of Environmental Impact Assessment (EIA) were reviewed mainly for construction of port facilities (32.9%), followed by construction of industrial complex, development of tourism and leisure complex, road construction, and development of energy facilities. It would be necessary to strengthen effectiveness of the system, advertisement, and capability of conference and review agency, and to enhance confidence of marine EIA continuously, according to the increase of development projects, and diversity and enlargement of development types.

• Korean Journal of Ecology and Environment
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• v.44 no.3
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• pp.264-271
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• 2011

At the Jangheung multipurpose dam, which is on the Tamjin River, a trapping and trucking operation was established to maintain continuous upstream migration of fish,. To facilitate fish gathering, installation of an effective fishing trap was required. In this study, we evaluated the fish trap, established at the Jangheung dam, using PIT (Passive Integrated Transponder) telemetry. A total of 254 individuals from 15 species were monitored. Among these tagged species, 36 individuals from 6 species (Carassius auratus, C. cuvieri, Zacco temminckii, Z. platypus, Pungtungia herzi, and Pseudobagrus koreanus) were detected; a 14.2% detection rate. C. auratus recorded the highest detection rate of 44.2% while P. herzi was 14.3%. Z. temminckii and Z. platypus showed relatively low detection, 5% and 7.7% respectively. Some of individuals from C. auratus and Z. platypus did not pass through the antenna at the first attempt but were continuously detected on multiple days. There were no statistical differences in body size (total length, standard length and body weight) of individuals that did or did not swim into the trap (Mann-Whitney U test, p>0.05). Fish mainly swam into the trap during outflow of water from the dam (Mann-Whitney U test, p<0.001) and showed a higher detection frequency in daytime than nighttime (Mann-Whitney U test, p<0.001). Thus, for fish movement into the trap, external factors such as outflow from dam and time of day have important roles. Based on detection rate, not all fishes showed upstream migration but represented selective migration. Consequently, the establishment of flexible outflow strategies that take into consideration ecological characteristics of fishes should required for improving the efficiency of fishway.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.24 no.2
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• pp.78-82
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• 1988

Near sea trawlers of Korea sometimes catch pelagic fishes like file fish by using midwater trawl gear even though usually catch bottom fish. It is reasonable to use the specific otter board as well as specific net in bottom trawling and in midwater trawling respectively. But, the trawlers are so small ranging 100 to 120GT, 700 to 100ps that it is very complicated to use different otter board for bottom trawling and for midwater trawling. The otter board for bottom trawling. is also used for the midwater trawling without any change even though the net is changed into the specific one. Although the otter board in the midwater trawling should be lighter than that for bottom trawling, to use otter board for bottom trawling directly for the midwater trawling without any change makes the net easily touch the sea bed and also make the horizontal opening of the otter boards be limited owing to the length of warp in the southern sea of Korea, main fishing ground of midwater trawling, which is 100m or so in depth. That is why the otter board for the midwater trawling should be made lighter than that in the bottom trawling, even if temporary. The authors carried out an experiment to achieve this purpose by attaching a large styropol float on the top of the otter board. In this experiment, underwater weight of the otter board was 630kg and buoyancy of the float was 510kg. To determine the depth and horizontal opening of the otter board, two fish finder was used. A transmitter of 50KHz fish finder was set downward through the shoe plate of otter board to determine the elevation of otter board from the sea bed, and a transmitter of 200KHz fish finder was set sideways on the starboard otter board to be able to detect the distance between otter boards. The obtained results can be summarized as follows: 1. The actual towing speed in the experiment varied 1.1 to 1.8 m/sec. 2. The depth of otter board was within 41 to 25m with float on the top and 45 to 26m without float in case of the warp length 100m, whereas the depth 68-44m with float and 74-46m without float in case of the warp length 150m. This fact means that the depth with float was 9-4% shallower than that without float. 3. The horizontal opening between otter boards was within 34-41m with float and 30-38m without float in case of the warp length 100m, whereas the opening was 44-50m with float and 37-46m without float in case of the warp length 150m. This fact means the opening with float was 10% greater than that without float in case of the warp length 100m, and 15% greater in case of the warp length 150m. 4. The horizontal opening between wing tips by using the otter board with float was 1m greater than by without float in case of the warp length 100m, whereas the opening by with float was 2m greater than by without float in case of warp length 150m. From this fact, it can be estimated that the effective opening area of the net mouth by using the otter board with float could be made 10% greater than by without float in case of warp length 100m, whereas the area with float 20% greater than by without float in case of warp length 150m.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.41 no.1
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• pp.17-26
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• 2005

There are several problems in the commercial pound net in the heavy tide ; the breaking and loss of net, steeply variation of net shape and decreasing of fishing efficiency, etc. In order to solve these problems, we introduced method of added sinker used to coastal cultivating cage of Japan and investigated the possibility of application to the Korean pound net. The results are obtained as follows; 1. In case of the upperward flow with fish court net, tension of the frame line was increased about 10${\sim}$25% than that of prototype according to the added sinker from 1.3gf to 5.2gf. The tension of A-type and B-type was similar to the case of the prototype, the tension of C-type and D-type was increased about 10${\sim}$15% than that of prototype. 2. The variation of deformed angle of fish court net was from 0$^{\circ}$ to 70$^{\circ}$ and that of the slope net was from 0$^{\circ}$ to 64$^{\circ}$ and that of the second bag net was from 0$^{\circ}$ to 46$^{\circ}$ and the depth of the second bag net was increased about 10% when the added sinker was changed from 1.3gf to 5.2gf. The depth of the first bag net and the second bag net were decreased about 50% than that of initial depth. 3. For the deformed angle of fish court net according to the attached point of the added sinker, A-type and B-type were decreased about 25% and 10% than the prototype, respectively. C-type was similar to the case of the prototype and D-type was increased about 15% than that of the prototype. The depth of slope net became deep in turn of A-type, B-type, C-type and D-type. For the depth of the second bag net, A-type, B-type, C-type and D-type were increased about 10${\sim}$15% than that of prototype. The depth of the slope net was changed from 0$^{\circ}$ to 63$^{\circ}$ and that of the second bag net was changed from 0${\sim}$44$^{\circ}$ according to the increase of velocity. 4. The optimal weight of added sinker was about 2.6${\sim}$3.6gf and the optimal attached point of added sinker was the case of C-type and D-type.