• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.27 no.4
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• pp.238-246
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• 1991

In order to make clear the mechanism forming the fishing ground of anchovy drag net in connection with water temperature, catch and oceanographic data for the years of 1970-1988 in the Southern Sea of Korea were analyzed. The annual catch of anchovy drag net was about 21,000M/T in 1970 but it was increasing largely so far 100,000M/T in recent years. The fishing season of anchovy drag net is the whole year beside the prohibition season established in aims to protect the spawning group of anchovy, and then in the best season of the period from July to December, the fishing ground is made up in the coastal area joining Yosu, Namhaedo and Bangeojin. There were some evidences that the fishing condition was controlled by the oceanographic condition, especially water temperature, that is, when there was large difference in water temperature between the south area of the Eastern Sea and the west area of the southern Sea and the thermocline is formed strongly in the larger less than 20m, the fishing condition was good. On the other hand, there was a very effective correlation between the catch(X) of anchovy spawning group in Spring by other fishing gears, mainly drift net and that(Y) of the little size of anchovy by drag net in Autumn, expressed by the relative equation, Y=62,246+1.3X, r=0.63.

• Journal of Advanced Marine Engineering and Technology
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• v.33 no.1
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• pp.166-174
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• 2009

Gijang Sea is located on the southeastern coast of Korea. This study establishes a basic system to identify optimal sites for the wave power generation. To achieve this goal, the field measurements were made at the field site in front of Dong-am fishing port at Gijang. In addition, we analyzed the offshore wave data at the Donghae buoy operated by Korea Meteorological Administration(KMA) and compared the data with the wave characteristics in Gijang Sea. The main results were as follows. In winter, the wave direction in Gijang Sea ranged between east and south($90{\sim}180^{\circ}$). The main wave direction was east($90^{\circ}$). The Significant wave heights and periods were under 2 m and $5{\sim}15$ sec, respectively. A comparison of water depth and wave direction constitutes one(condition) of the important parameters for selecting the optimal site for the wave power generation.

• Proceedings of the KSRS Conference
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• v.2
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• pp.989-992
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• 2006

The new approach to the problem of oil spill detection consisting in combined use of all available quasiconcurrent satellite information (AVHRR NOAA, TOPEX/Poseidon, Jason-1, MODIS Terra/Aqua, QuikSCAT) is suggested. We present the results of the application of the proposed approach to the operational monitoring of seawater condition and pollution in the coastal zone of northeastern Black Sea conducted in 2006. This monitoring is based on daily receiving, processing and analysis of data different in nature (microwave radar images, optical and infrared data), resolution and surface coverage. These data allow us to retrieve information on seawater pollution, sea surface and air-sea boundary layer conditions, seawater temperature and suspended matter distributions, chlorophyll a concentration, mesoscale water dynamics, near-surface wind and surface wave fields. The focus is on coastal seawater circulation mechanisms and their impact on the evolution of pollutants.

• Journal of Aquaculture
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• v.21 no.4
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• pp.234-238
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• 2008

We studied the effects of temperature and salinity on the egg development and hatching rate of chub mackerel Scomber japonicus under laboratory culturing condition. The fertilized eggs were transparent, spherical, separate in shape and turned out to be separately and floated, and they contained one oil globule. Fertilized eggs are $0.91{\sim}1.33\;mm$ in diameter. The time of egg development was positively proportional to water temperature with 70 hrs, 48 hrs, 42 hrs, 34 hrs, after fertilization in $16^{\circ}C$, $20^{\circ}C$, $24^{\circ}C$, $28^{\circ}C$, respectively. Hatching rate was highest with the range of $20{\sim}24^{\circ}C$ and $33{\sim}35\;psu$. The relation between the time of egg development (t: hour) and water temperature (T:$^{\circ}C$) was represented by the mathematical formulae. The mean biological minimum temperature was $6.9^{\circ}C$.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.10a
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• pp.230-239
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• 2006

The depth, width and alignment of fairway that are main port water facilities should be designed considering the various elements including particulars of design ships, weather and sea conditions around fairway and method of ship-handling. However not only the existing Japanese design standard for fairway and also those of other countries do not take into consideration of such kind of elements and no design standard is made by quantitative analysis. In this circumstance the new design standard (Approach Channels, A Guide for Design) depending on classified various elements and quantitative analysis was proposed in 1997 by PIANC and IAPH. But it was proved that calculated values according to this standard were unfounded and had some problems to output the discontinuous value by small difference of calculation condition because the each value fur each element was simply added. And also it is hard to apply this standard to the design of port water facilities in Japan because this [A Guide for Design] is the design standard for long channels in European port. The proposal of more reasonable Japanese standard will be expected by applying the study result of naval architecture and navigation and by the cooperation of ship operators to use fairway, naval architects to built ships and civil engineers to dredge fairway. The concept of a fairway in 'Design standard fur fairway in next generation' is defined as passage for approach channel) and traffic lane designated by light buoys as navigable water for safe navigation. In 'Design standard for fairway in next generation' depth, width and alignment are picked up among many design elements of a fairway. Design method for those elements is shown based on design ships and navigational environments. This standard shows the method of design for each dimension depending on characteristic on design ship and weather and sea condition. On the other hand, in case of existing fairway, it is possible to decide the size of ship and navigation criteria by opposite analysis.

• Atmosphere
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• v.23 no.2
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• pp.205-220
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• 2013

Upper ocean response to typhoon Ewiniar (0603) and its impact on the following typhoon Bilis (0604) are investigated using observational data and numerical experiments. Data used in this study are obtained from the Ieodo Ocean Research Station (IORS), ARGO, and satellite. Numerical simulations are conducted using 3-dimensional Princeton Ocean Model. Results show that when Ewiniar passes over the western North Pacific, unique oceanic responses are found at two places, One is in East China Sea near Taiwan and another is in the vicinity of IORS. The latter are characterized by a strong sea surface cooling (SSC), $6^{\circ}C$ and $11^{\circ}C$ in simulation and observation, under the condition of typhoon with a fast translation speed (8m $s^{-1}$) and lowering intensity (970 hPa). The record-breaking strong SSC is caused by the Yellow Sea Bottom Cold Water, which produces a strong vertical temperature gradient within a shallow depth of Yellow Sea. The former are also characterized by a strong SSC, $7.5^{\circ}C$ in simulation, with a additional cooling of $4.5^{\circ}C$ after a storm's passage mainly due to enhanced and maintained upwelling process by the resonance coupling of storm translation speed and the gravest mode internal wave phase speed. The numerical simulation reveals that the Ewiniar produced a unfavorable upper-ocean thermal condition, which eventually inhibited the intensification of the following typhoon Bilis. Statistics show that 9% of the typhoons in western North Pacific are influenced by cold wakes produced by a proceeding typhoon. These overall results demonstrate that upper ocean response to a typhoon even after the passage is also important factor to be considered for an accurate intensity prediction of a following typhoon with similar track.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.51 no.4
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• pp.520-526
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• 2015

A tragic disaster happened by capsizing O-Ryong 501 trawler at Western Bering Sea in 1st, Dec. 2014. The disaster was caused by the severe weather and the long deferred escape from the storm in fully developed high sea. Lots of sea water from poop deck rushed into the fish ponder with fishes all together after hauling net and then remove the fishes from codend. The vessel became to incline to the one side caused by the weight and the free surface effect of flood sea waters and fishes at initial stage. In spite of crews all effort to discharge the waters, but the work was not achieved successfully. For the worse thing, the order of abandon ship was issued too late. After all, the ship capsized and sank, then almost crews became to the victims of the casualty including captain. In this paper, author carried out restrictively the calculation of dynamic factors influenced on the disaster including the weather condition and effects of the flood sea waters, and found out that the most important causes of the disaster were the decrease of stabilities, GM was decreased from 0.9m to 0.08 m, and the high waves which led to the vessel disaster.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.37 no.3
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• pp.155-158
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• 2001

In order to investigate the influence of sea condition on the catch fluctuation of long line for common octopus, octopus variabilis. the oceanographic factors. I .e., the water temperature, the salinity and the density in the coastal waters of Yosu from Jan 11 to Jul. 25 in 1997 and compared with the catches of common octopus, octopus variabilis by long line. The results obtained summerized as follows ; 1) The range of water temperature, salinity and density from Jan. to Jul. at the sea area were 4.1∼23.6℃. 31.7∼34.5‰ and 21.30∼27.81. respectively, and the catch of common octopus, octopus variabilis was high respectively at the temperature of 17∼20℃ at the salinity of 33.0∼33.5‰ and at the density of σ/sub t/ 22.5∼24.0. 2) The catch of common octopus. octopus variabilis was lowest from Jan. to Feb. and highest from May to June.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.37 no.4
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• pp.321-325
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• 2001

In order to investigate the influence of sea condition on the catch fluctuation of long line for common octopus, octopus variabilis, the oceanographic factors, i. e., the water temperature, the salinity and the density in the coastal waters of Yosu from Jan. 11 to Jul. 25 in 1997, and compared with the catches of common octopus, octopus variabilis by long line. The results obtained summerized as follows; 1) The range of water temperature, salinity and density from Jan. to Jul. at the sea area were 4.1~$23.6^{\circ}C$, 31.7~34.5$\textperthousand$ and 21.30~27.81, respectively, and the catch of common octopus, octopus variabilis was high respectively at the temperature of 17~$-20^{\circ}C$, at the salinity of 33.0~33.5$\textperthousand$ and at the density of $\sigma$t 22.5~24.0. 2) The catch of common octopus, octopus variabilis was lowest from Jan. to Feb. and highest from May to June.

• Journal of the Korean Society of Marine Environment & Safety
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• v.7 no.3
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• pp.17-28
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• 2001

The wheelhouse front glass of a Fore-Bridge-Ship (Ro-Ro Ship) was broken by the shipping of water in rough seas, and then the flooding of seawater into the wheelhouse caused the uncontrollable condition of the ship. The hull which was entered into the floating condition rolled severely, and the heavy rolling caused secondary damage such as the collapse of a lot of cargo. It was an incredible accident because the height of bow freeboard was about 2.5 times higher than the standard height of minimum bow freeboard regulated by the International Load Line Convention(1966). And it would be also difficult for navigators to imagine a great deal of seawater flooding into the wheelhouse because the front glass was positioned at about 20m height above the sea surface. In this paper, we carried out the evaluation for the safety navigation of the Fore-Bridge-Ship numerically against ship's speed and encountering angle to the wave in each sea state of rough sea, by using the integrated seakeeping performance index (ISPI) which is able to evaluate synthetically the safety operation of ships. And then the problem on the application of the past criteria proposed as the safety navigation of a merchant ship was clarified by inquiring the dangerousness of the shipping of water at her bow deck, which caused the breakage of the wheelhouse front glass.