• Journal of the Korean earth science society
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• v.39 no.1
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• pp.1-22
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• 2018

Eight different data sets are examined in order to gain insight into the surface heat flux traits of the East Asian marginal seas. In the case of solar radiation of the East Sea (Japan Sea), Coordinated Ocean-ice Reference Experiments ver. 2 (CORE2) and the Objectively Analyzed Air-Sea Fluxes (OAFlux) are similar to the observed data at meteorological stations. A combination is sought by averaging these as well as the Climate Forecast System Reanalysis (CFSR) and the National Centers for Environmental Prediction (NCEP)-1 data to acquire more accurate surface heat flux for the East Asian marginal seas. According to the Combination Data, the annual averages of net heat flux of the East Sea, Yellow Sea, and East China Sea are -61.84, -22.42, and $-97.54Wm^{-2}$, respectively. The Kuroshio area to the south of Japan and the southern East Sea were found to have the largest upward annual mean net heat flux during winter, at -460- -300 and at $-370--300Wm^{-2}$, respectively. The long-term fluctuation (1984-2004) of the net heat flux shows a trend of increasing transport of heat from the ocean into the atmosphere throughout the study area.

• Journal of the Society of Naval Architects of Korea
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• v.38 no.1
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• pp.27-36
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• 2001

Recently, the coastal transportation of the Yellow Sea is increasing due to the vastly expanding trade among countries surrounding the Yellow Sea. As the 50 percentages of the total domestic container transportation are concentrated on the National Capital region, the traffic congestion in the key land transportation routes brings about the weakening of the global competitiveness. In this study, the efficient barge systems for sea-river shipping of the Han-river, the Kyongin canal and coastal ways of the Yellow Sea are considered based on the criterion of canal and cargo volumes. To find the efficient barge system of the model barge in the Kyongin canal. the transport efficiency factor and transport ability of each barge system with the variation of sailing speed and length are calculated.

• Journal of the korean society of oceanography
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• v.32 no.3
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• pp.128-137
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• 1997

This study presents results from a detailed sedimentological investigation of surface sediments obtained from the Korea Strait region, the southern part of the East Sea (Sea of Japan). The distribution of different types of bottom sediments is controlled by the recent fine-grained sediment transport and deposition combined with the lowerings of sea level during the last glacial period, forming a diverse mixture of organic-rich fine-grained and shelly coarse-grained sediments. In comparison to high organic concentration of fine-grained sediments in the inner continental shelf and slope areas, the shell-rich coarse-grained sediments on the outer shelf are discernible being further modified. These coarse-grained sediments are confirmed as relict resulting from the sediment dynamics during the lower sea levels of the last glacial period. Clay mineral distribution of the fine-grained sediments gives information about the transport mechanism. Presence of present-day current system (the Tsushima Warm Current) is most probable source for the fine-grained particles into the open East Sea from the East China Sea, indicating that Holocene sediment dynamics may be used to explain the observed distribution of surface coarse-grained shell-rich sediments.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.51
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• pp.359-389
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• 2011

The Rotterdam Rules, which was adopted in December 2008 by UNCITRAL, has underlying intention that it will provide uniform law for the international carriage of goods by sea and modernize transport law reflecting modern transport custom. However, it is also true that there are various conflicting views on the Rotterdam Rules. This article tried to analyze main controversial issues such as scope of application, basis of liability of the shipper and the carrier, exception th the volume contract, legal position of the freight forwarder, delivery of the goods from the both sides of view. The Rotterdam Rules exposes some problems in applying and interpreting the Rules as many people indicated. These problems, I think, mainly due to the extended scope of application and broader range of issues. However, I do not think that the Rotterdam Rules will serious affect to the international transport industry. Furthermore, it is unreasonable to expect perfect Rules satisfying every interests.

• Journal of Environmental Science International
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• v.10 no.2
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• pp.143-151
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• 2001

The atmospheric conditions and the transport mechanism of long-range transport of air pollutants from coastal area to inland area were investigated using regular meteorological data and air pollution data obtatined from the southeastern area of Korea. Daytime temperature over the inland area(Taegu) was higher than that over the coastal area(Pusan) and the temperature difference of about 5~6$^{\circ}C$ when the thermal low most fully developed and the sea level pressure over Taegu was lower than that over Pusan by about 4~5hPa at that time. Therefore this low pressure appeared to the thermally induced low. Air mass polluted from the coastal area during the morning period was transported inland area, at first by the sea breeze and by the large scale wind system toward the thermal low generated in the mountainous inland region. This was explained by the fact that the concentration of air pollutants over Taegu increased throughtout the late afternoon.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.29 no.6
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• pp.862-875
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• 1996

The CTD data observed in the sea northwest of Cheju Island have been analyzed to figure out the seasonal circulation around Cheju Island. Warm and saline waters flow into the Yellow Sea through the middle region of the Yellow Sea in winter and along the west coast of Korean Peninsula in summer. On the other hand, cold and less saline waters flow out of the Yellow Sea through the middle region in summer and along the west coast of Korean Peninsula in winter. These flows make the seasonal circulation around Cheju Island. As dynamics, the monsoon wind and the variation of Kuroshio transport have been suggested. Comparing the observational result, the circulation driven by the variation of Kuroshio transport is strengthened by monsoon winds in the numerical model.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.11 no.1
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• pp.50-55
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• 1999

Gao and Collins method (two-dimensional sediment transport trend-vector model) using grain-size parameters (mean grain size, sorting coefficient, and skewness) calculated by the statistical moment method is introduced to understand semi-quantitatively the sandy and surficial sediment transport trends on a coast of the East Sea. The result is the sediment transport vectors which indicate transport paths of surficial sediment by wave-induced currents. The corresponding morphological feature is a spit developed at the mouth of the Nam¬dae stream, which is a resultant sediment transported by longshore current and is blocking the circulation of ocean. After this, it is thought that seasonal research and hydrodynamic measurements are needed for verification of the results.

• Proceedings of the KSRS Conference
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• v.1
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• pp.17-20
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• 2006

Three HF ocean radar stations were installed at the Soya/La Perouse Strait in the Sea of Okhotsk in order to monitor the Soya Warm Current. The frequency of the HF radar is 13.9 MHz, and the range and azimuth resolutions are 3 km and $5^{\circ}$, respectively. The radar covers a range of approximately 70 km from the coast. It is shown that the HF radars clearly capture seasonal and short-term variations of the Soya Warm Current. The velocity of the Soya Warm Current reaches its maximum, approximately 1 m $s^{-1}$, in summer, and weakens in winter. The velocity core is located 20 to 30 km from the coast, and its width is approximately 50 km. The surface transport by the Soya Warm Current shows a significant correlation with the sea level difference along the strait, as derived from coastal tide gauge records. The cross-current sea level difference, which is estimated from the sea level anomalies observed by the Jason-1 altimeter and a coastal tide gauge, also exhibits variation in concert with the surface transport and along-current sea level difference.

• Geomechanics and Engineering
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• v.7 no.2
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• pp.201-212
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• 2014

Due to the sea-crossing bridge span is generally large and main pier pile foundations are located in deep water and carry large vertical load, sea-crossing bridge main pier pile foundations bearing mechanism and load deformation characteristics are still vague. Authors studied the vertical bearing properties of sea-crossing bridge main pier pile foundations through pilot load tests. Large tonnage load test of Qingdao Bay Bridge main pier pile program is designed by using per-stressed technique to optimize the design of anchor pile reaction beam system. Test results show that the design is feasible and effective. This method can directly test bearing capacity of main pier pile foundations, and analysis bearing behaviors from test results of sensors which embedded in the pile. Through test study the vertical bearing properties of main pier pile foundation and compared with the generally short pile, author summarized the main pier pile foundations vertical bearing capacity and the main problem of design and construction which need to pay attention, and provide a reliable basis and experience for sea-crossing bridge main pier pile foundations design and construction.

• 한국해양학회지
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• v.17 no.1
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• pp.12-18
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• 1982

Tidal exchanges of sea water are studied by using drogue experiments and tidal current measurement data in Gamag Bay which has two channels. At the spring tide, the volume of tidal transport in the bay was estimated to be 46∼52% of the total volume of sea water in Gamag Bay, 7.1 10$\^$8/㎥. The tidal transport through the wide channel occupies 87% of the total tide transport of the bay. Residual current was deduced to flow north-northeastward at the rate of 3.254 10$\^$5/㎥ per tidal cycle. the tidal exchange of the sea water during the flood flow was estimated to be approximately 26% of the tidal transport, while that during the ebb flow was 41%. The tidal exchange through the wide channel during the flood flow occupies 77% of total tidal exchange of the bay through both channels, whereas that during the ebb flow does 88%. The diffusion coefficient of 2.08∼ 2.30 10$\^$7/$\textrm{cm}^2$/sec at the narrow channel was greater than that at the wide channel which was 1.2∼2.8 10$\^$6/$\textrm{cm}^2$/sec.