• Korean Journal of Environment and Ecology
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• v.24 no.6
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• pp.763-771
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• 2010

The rapid increase of wildlife passage installation since the late 2000s was aimed to reduce roadkill caused by habitat fragmentation and losses related to road construction, but wildlife-vehicle collisions are now still occurred even near the wildlife passage area. This is the reason that the effectiveness of wildlife passage have not been evaluated in combination with absence of monitoring data and management strategy of the wildlife passage. The AHP method are used, in this study, to identify the evaluation factors affecting the effectiveness of the present 367 wildlife passages in a mitigation measures to reduce road effects on wildlife species. Ten evaluation factors are derived from third levels in the AHP analysis. Priority setting to identify appropriate management strategies in first level is selected among four second levels on facility, environment, wildlife species and management tool. The AHP analysis suggested that neighboring environments are the most important factor at the second level, and passage structure, harmony with natural surroundings, wildlife occurrence and monitoring of the passage are also important factors at the third levels. In summary, effective measurements of wildlife passage management is based on managing the passage with neighboring topography and natural surrounding. This is useful to establish wildlife passage management strategy in order to reduce the negative effects of roads on wildlife species.

• Journal of the Korean Association of Geographic Information Studies
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• v.2 no.1
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• pp.1-11
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• 1999

The Korean government is developing a systematic plan of integrated coastal management for effective conservation, utilization, and development of coastal areas. For this plan, integrated maps of land maps and nautical charts are indispensable. However, these maps are not made, nor studied yet in terms of integration, although digital maps(DM) on land and electronic nautical charts(ENC) have been recently developed by Korean Geography Institute and National Marine Investigation Institute, respectively. In this study, as preliminary studies to make eventual integrated maps, the concept of coastal areas are defined, specifically, coastal lines from DM and ENC are matched against each other. Issues on map production procedures, coordinate systems, and map projections, are carefully considered. A test coastal area located in Seo-Gu, Pusan, over 14 km of coastal lines is selected for the edge matching of coastal lines. RMS differences are 13.83 m and 4.37 m over man-made coastal lines and natural coast lines, respectively, which are quite larger considering a scale difference and other factors. However, no systematic differences are found.

• Journal of Korea Port Economic Association
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• v.32 no.2
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• pp.73-90
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• 2016

In Climate change is a global issue that requires global responses. As a key factor in climate change, greenhouse gas (GHG) emissions have attracted increasing attention the international community. One of the crucial global efforts to alleviate climate change is the establishment of an international climate change regime, comprising rules, norms, principles, procedures that are applicable to a wide range of activities. The International Maritime Organization (IMO) received a mandate from the Kyoto Protocol to regulate shipping GHG emissions. However, the IMO Convention and the UN Convention on the Law of the Sea also provide regulations on regarding GHG emissions. To execute its mandate, the IMO has developed various regulatory initiatives. In addition, the Chinese government has declared new regulations which designate parts of its coastal waters as emission control areas (ECA). Owing to the growing recognition of the benefits of ECA, ships, including ocean-going vessels that operate in areas near the Pearl River Delta, Yangtze River Delta, and the Bohai Sea will be obliged to use fuel containing less than 0.5% sulfur. China's shipping industry is playing a growing role in the international shipping market, and its response to these initiatives will have a substantial effect on the future application of these regulations. This study analyzed the GHG mandates of the IMO and the Chinese government, and then examines the main outcomes that have been achieved.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.5
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• pp.474-485
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• 2014

Temporal and spatial variations of temperature and salinity around Ganjeol Point during January, April, August and November 2011 were studied using the data from CTD observations and temperature monitoring buoys deployed at 20 stations in the southeast coast of Korea. Temperature and salinity were nearly homogeneous through the whole depth by mixing of the seawater in spring and winter related to the sea surface cooling. Stratification induced by the river runoff and the bottom cold water was clear in summer. In autumn, sea water had vertical mixing initiated from surface layer and weak stratification at the middle and bottom layers. Low temperature and high salinity emerged throughout the year near Ganjeol Point, which inferred from turbulent mixing and upwelling by its topographical effect. Major periods of 1/4~1.4 day temperature fluctuations were recorded for the most part of the stations. According to the cross spectral density analysis, high coherence and small time lag for temperature fluctuation between layers were shown at Ganjeol Point. However, those features at the northen area of Hoeya river were opposed to Ganjeol Point. From analyses, thermohaline structure and its fluctuation around Ganjeol Point were characterized into those three parts, the south of Ganjeol Point, Ganjeol Point and the north of Ganjeol Point.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.2
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• pp.208-215
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• 2017

When persistent oil, such as crude oil or Bunker C oil, is spilled at sea, viscosity increases through the weathering process. Equipment that can collect this oil when mixed with floating marine debris is very limited. In this study, devices that can be attached to the outside of existing oil skimmers have been applied to the inside of the main body, to develop an unmanned conveyor belt type floating marine debris and high viscosity oil recovery skimmer, which is composed of a conveyor belt, a sweeper with a forced inflow device, and a collection tank equipped with a buoyant body. The resulting skimmer was operated at a speed of 1.2 knots at a distance of 30 m in a sea area test. It was stable when moving laterally in any direction. An oil recovery performance test was conducted using a portable storage tank, and oil was recovered from a minimum of $7.8k{\ell}/h$ to a maximum of $23.3k{\ell}/h$. Moreover, recovery of $7.7k{\ell}/h$ was obtained in a wave water tank test with floating marine debris such as PET bottles and oil mixed. If the equipment developed in this study was used in the field for oil pollution accidents, it could be expected to contribute to improved response capability. We believe our equipment could be used in further studies to improvement the performance of existing portable oil skimmers.

• Journal of Navigation and Port Research
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• v.29 no.5 s.101
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• pp.439-445
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• 2005

Recently, owing to the increasing demand on the simplification of arrival and departure procedures, IMO's (International Maritime Organization) Facilitation Committee (FAL) is carrying out the standardization project of arrival and departure formalities and clearance form. Also, many port authorities of developed countries are making active researches for the smooth flow and efficiency of the information inbound and outbound ships by way of simplifying their formalities or through electronic means. However, this standardization project cannot be done by one country but by mutual cooperation among related nations. And to carry out this task, the first thing to be done is to standardize the formalities and document form, and to integrate information. To this end, this study has reviewed the model cases of advanced ports of developed countries with regard to their simplification and standardization efforts. And also we have analyzed the formalities and clearance form of the three countries Korea, China, and Japan. And then for the solution of common problems of three countries, this paper has suggested an ebXML-based Global Port B2B framework. Through this framework, we can reuse and automate the necessary information on the arrival and departure of ships, consequently realizing simplification, and laying a foundation for the introduction of e-commerce to the port industry.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.24 no.5
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• pp.343-351
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• 2012

In this study, shallow-water design waves are calculated for the return period of 10, 20, 30, and 50 years, based on the extreme value analysis of the wave measurement data at Gangneung beach. These values are compared with the results of SWAN simulation with the boundary condition of the deep-water design waves of the corresponding return periods at the Gangneung sea area provided by the Fisheries Agency (FA, 1988) and Korea Ocean Research & Development Institute (KORDI, 2005). It is found that the shallow-water wave heights at Gangneung beach calculated by the deep-water design waves were significantly less than the observation data. As the return period becomes higher, the significant wave heights obtained by the extreme value analysis becomes higher than those computed by SWAN with the deep-water design waves of the corresponding return periods. KORDI computed the hindcast wave data from January 2004 to August 2008 by WAM with a finer-grid mesh system than those of previous studies. Comparisons of the wave hindcast results with the wave observation show that the reproducibility of the winter-season storm wave was considerably improved compared to the hindcast data from 1979 to 2003. Hereafter, it is necessary to carry out hindcast wave data for the years before 2004 using WAM with the finer-grid mesh system and to supplement the deep-water design wave.

• Strategy21
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• s.37
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• pp.242-274
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• 2015

2015년 5월 수중발사 탄도미사일(SLBM) 발사시험을 통해 북한은 전 세계의 이목을 또 다시 집중시켰다. 북한은 2013년 제3차 핵실험을 감행한 이후 최근까지도 탄도미사일과 로켓 발사 등의 무력도발을 지속해 왔다. 이와 같은 북한의 무력도발은 한반도의 안정뿐만 아니라 미국 본토의 안보에도 매우 부정적인 영향을 미치고 있다. 지금까지 미국은 북한의 핵미사일 개발 저지를 위해 경제적 또는 군사적 방안들을 선별적으로 적용해 왔다. 그러나, 이러한 미국의 노력에도 불구하고 북한은 여전히 핵미사일을 개발하겠다는 꿈을 포기하지 않고 있는 것이 사실이다. 본 논문은 북한의 핵미사일 개발에 대한 미국의 대안적 전략(Alternative Strategy)을 제시하는데 그 목적이 있다. 필자는 대안적 전략 제시에 앞서 북한의 핵과 탄도미사일 개발현황을 내용(Contents)과 맥락(Context) 차원에서 분석하고 미 오바마 행정부의 대북전략을 비판적으로 검토하였다. 그리고 대안적 전략으로 동맹국과 함께 경제적(Sticky Power), 군사적(Sharp Power) 수단의 동기화(Synchronizing)를 통해 북한이 감당하기 힘든 전략적 환경을 조성(Shaping the Strategic Environment)하는 것이 '북한의 핵개발 포기' 라는 전략목표를 달성하는 방안 임을 강조하고 있다. 미국이 대안적 전략목표를 달성하기 위해서는 경제적 수단으로 ① 북한의 자금세탁 및 위조지폐 발행국 지정, ② 북한을 지원하는 모든 해외자산에 대한 제재조치, ③ 북한의 테러지원국 재지정, ④ 북한 제재를 위한 미국의 입법추진, ⑤ 대량살상무기 관련 금수품목의 확대를 적용함과 동시에 군사적 수단으로 ① 대량살상무기 비확산 활동 강화, ② 대탄도미사일 전략 개발 및 정보(ISR: Intelligence Surveillance and Reconnaissance) 공유, 맞춤형 억제전략(TDS: Tailored Deterrence Strategy)의 구체화 등을 통한 한·미 군사 억제방안의 강화, 그리고 ③ SM-3, THAAD(Terminal High Altitude Area Defense) 등 한·미·일 3자간 MD(Missile Defense)체제의 구축 등을 동기화하여 적용해야만 할 것이다. 미국의 대안적 전략은 ① 북한의 핵미사일 개발에 대한 중국의 협력방지, ② 한·중간 경제관계의 악화, ③ 한·일간의 역사적 긴장관계라는 위험요소를 내포하고 있는 것 또한 사실이다. 따라서 미국이 대안적 전략목표인 '북한의 비핵화' 달성을 위해서는 이와 같은 위험요소를 완화시키는 노력도 병행되어야 할 것이다. 끝으로, 미국은 북한의 김정은이 핵미사일 개발 포기라는 상이한 방향의 전략적 결정을 할 경우에 대비하여 한·미 연합훈련의 보류, 북한에 대한 경제제재조치 해제 등 북한과의 협상 가능성도 열어두고 이에 대해서도 철저하게 준비해 나가야 할 것이다.

• Proceedings of the Mineralogical Society of Korea Conference
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• 2003.05a
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• pp.66-66
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• 2003

King George island, Antarctica, is mostly covered by ice sheet and glaciers, but the land area is focally exposed for several thousand years after deglaciation. For a mineralogical study of chemical weathering in the polar environment, glacial debris was sampled at the well-developed patterned ground which was formed by long periglaclal process. As fresh equivalents, recently exposed tills were sampled at the base of ice cliff of outlet glaciers and at the melting margin of ice cap together with fresh bedrock samples. Fresh tills are mostly composed of quartz, plagioclase, chlorite, and illite, but those derived from hydrothermal alteration zone contain smectite and illite-smectite. In bedrocks, chlorite was the major clay minerals in most samples with minor illite near hydrothermal alteration zone and interstratified chlorite-smectite in some samples. Smectite closely associated with eolian volcanic glass was assigned to alteration in their source region. Blocks with rough surface due to chemical disintegration showed weathering rinds of several millimeter thick. Comparision between inner fresh and outer altered zones did not show notable change in clay mineralogy except dissolution of calcite and some plagioclase. Most significant weathering was observed in the biotite flakes, eolian volcanic glass, sulfides, and carbonates in the debris. Biotite flakes derived from granodiorite were altered to hydrobiotite and vermiculite of yellow brown color. Minor epitactic kaolinite and gibbsite were formed in the cleaved flakes of weathered biotite. Pyrite was replaced by iron oxides. Calcite was congruently dissolved. Volcanic glass of basaltic andesite composition showed alteration rim of several micrometer thick or completely dissolved leaving mesh of plagioclase laths. In the alteration rim, Si, Na, Mg, and Ca were depleted, whereas Al, Ti, and Fe were relatively enriched. Mineralization of lichen and moss debris is of much interest. They are rich of A3 and Si roughly in the ratio of 2:1 to 3:1 typical of allophane. In some case, Fe and Ti are enriched in addition to Al and Si. Transmission electron microscopy of the samples rich of volcanic glass showed abundant amorphous aluminosilicates, which are interpreted as allophane. Chemical weathering in the King George Island is dominated by the leaching of primary phyllosilicates, carbonates, eolian volcanic glass, and minor sulfides. Authigenesls of clay minerals is less active. Absence of a positive evidence of significant authigenic smectite formation suggests that its contribution to the clay mineralogy of marine sediments are doubtful even near the maritime Antarctica undergoing a more rapid and intenser chemical weathering under more humid and milder climate.

• Journal of Korea Port Economic Association
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• v.32 no.1
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• pp.97-122
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• 2016

Incheon port attained two million TEU of container throughput between 2013 and 2014 as a third port in domestic container throughput. It opened a new port in Song-do, Incheon in June 2015 to prepare for the continuing increase in container throughput.Therefore, it has provided the platform for being the major container port domestically and internationally. As the role of the new port increases, the role and direction of the Incheon port liner service network attracts attention. This study analyzes the centrality of the Incheon port liner service network by using SNA (Social Network Analysis), which was introduced in the maritime economics area recently, focusing on the Incheon port liner service network. We recognize the degree centrality, closeness centrality, and betweenness centrality of each port and its effect on the Incheon port liner service network. The study showed that for Incheon port, the centrality of the Busan port in Korea, and the Hong Kong port, is high outside the country. This helps us determine that the hub of the Incheon port is neither Shanghai nor Singapore, which ranks first and second, respectively, on container throughput. It is also helps us to know that eastern China's ports have not played a role of the hub of the Incheon port until now because of the relatively low centrality of eastern China's ports.