• Journal of Korean Society of Coastal and Ocean Engineers
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• v.35 no.6
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• pp.146-154
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• 2023

In this study, the peak wave period T_p and mean wave period T₀₂ and T_{m-1, 0}, which are major parameters for classifying ocean characteristics, were calculated using water surface elevation data observed from the second west coast oceanographic and meteorological observation tower. In addition, the ratio of abnormal data, correlation analysis, and optimal probability density function were estimated. In the case of T_p among the calculated representative periods, the proportion of abnormal data was 5.73% and 0.67% at each point, and T₀₂ was 4.35% and 0.01%. T_{m-1, 0} was found to be 2.82% and 0.03%. Meanwhile, as a result of analyzing the relationship between T₀₂ and T_p, the relationship was calculated to be 0.53 and 0.63 for each point. The relationship between T_{m-1, 0} and T_p was 1.15 and 1.32, respectively, and T₀₂, T_{m-1, 0} was 1.18 and 1.22. As a result of estimating the optimal probability density function of the calculated representative period, T_p followed the 'Log-normal' and 'Normal' distributions at each point, and T₀₂ was 'Gamma', 'Normal' distribution and T_{m-1, 0} showed that 'Log-normal' and 'Normal' distribution were dominant, respectively. It is decided that these results can be used as basic data for wave analysis conducted on the west coast.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.1
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• pp.57-64
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• 2020

The IOPC Fund general assembly reported that the International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea (known as the HNS Convention) will meet the requirement for the convention to take ef ect between 2021 and 2022. When the convention comes into effect, the liability-limit insurance of the HNS transport ship will be enforced and the shipper receiving the HNS will pay the share of the contribution from the International Fund for damages exceeding the limit of the ship's liability insurance. Korea is one of the major shipping and shipper countries in the world; thus, this study aimed to the need to analyze the effect of the convention on the related industries. The survey of ships and contribution targets analyzed the research data of the Ministry of Oceans and Fisheries. The P&I premium estimation was reviewed by the Korea Shipping Association and the K P&I as insured ships. In addition, the contribution of the HNS cargo volume was analyzed in an annual report by a representative international association for each cargo. About 1,500 ocean-going and domestic vessels have been identified as ships subject to the convention. The effect of changes in premiums under the convention was minimal for most ships. The effect of the shipping industry is expected, with about 150 domestic tankers expected to increase insurance premiums. In the case of shipper industries, 52 freight terminals were found to be eligible for the payment of the share of the international fund, as the proportion of freight volume in Korea was ranked second to fourth in the world by individual HNS accounts. This implies the obligation to pay contributions according to the convention. Considering the status of HNS transport ships entering and leaving ports and the quantity of HNS cargo, it can be concluded that the validity of Korea's convention is sufficient and that, it is necessary to coordinate with global major shipper countries.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.7
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• pp.1209-1215
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• 2022

The selective catalytic reduction (SCR) is known as a very efficient method to reduce nitrogen oxides (NOx) and the catalyst performs reduction from nitrogen oxides (NOx) to nitrogen (N₂) and water vapor (H2O). The catalyst, which is one of the factors determining the performance of the nitrogen oxide (NOx) ruduction method, is known to increase catalyst efficiency as cell density increases. In this study, the reduction characteristics of nitrogen oxides (NOx) under various engine loads investigated. A 100CPSI(60Cell) catalysts was studied through a laboratory-sized simulating device that can simulate the exhaust gas conditions from the power generation engine installed in the training ship SEGERO. The effect of 100CPSI(60Cell) cell density was compared with that of 25.8CPSI(30Cell) cell density that already had NOx reduction data from the SCR manufacturing. The experimental catalysts were honeycomb type and its compositions and materials of V₂O₅-WO₃-TiO₂ were retained, with only change on cell density. As a result, the NOx concentration reduction rate from 100CPSI(60Cell) catalyst was 88.5%, and IMO specific NOx emission was 0.99g/kwh satisfying the IMO Tier III NOx emission requirement. The NOx concentration reduction rate from 25.8CPSI(30Cell) was 78%, and IMO specific NOx emission was 2.00g/kwh. Comparing the NOx concentration reduction rate and emission of 100CPSI(60Cell) and 25.8CPSI(30Cell) catalysts, notably, the NOx concentration reduction rate of 100CPSI(60Cell) catalyst was 10.5% higher and its IMO specific NOx emission was about twice less than that of the 25.8CPSI(30Cell) catalysts. Therefore, an efficient NOx reduction effect can be expected by increasing the cell density of catalysts. In other words, effects to production cost reduction, efficient arrangement of engine room and cargo space can be estimated from the reduced catalyst volume.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.6
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• pp.697-703
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• 2023

As a part of the global industrial efforts to reduce environmental pollution owing to air pollution, regulations have been established by the International Maritime Organization (IMO). The IMO has implemented various regulations such as EEXI, EEDI, and CII to reduce air pollution emissions from ships. They are also promoting measures to decrease the power consumption in ships, aiming to conserve energy. Most of the power used in ships is consumed by electric motors. Among the motors installed on ships, the engine room blower that takes up a significant load, operates at a constant irrespective of demand. Therefore, energy savings can be expected through frequency control. In this study, we demonstrated the efficacy of energy savings by controlling the frequency of the electric motor of the generator blower that supplies combustion air to the generator's turbocharger. The system was modeled based on the output data of the turboharger outlet temperature in response to the blower frequency inpu. A PI control system was established to control the frequency with the target being the turbocharger outlet temperature. By maintaining the turbocharger design standard outlet temperature and controlling the blower frequency, we achieved an annual energy saving of 15,552kW in power consumption. The effectiveness of energy savings through frequency control of blower fans was verified during the summer (April to September) and winter (March to October) periods. Based on this, we achieved annual fuel cost savings of 6,091 thousand won and reduction of 8.5 tons of carbon dioxide, 2.4 kg of SOx, and 7.8 kg of NOx air pollutants on the training ship.

• Journal of the Korean Society for Marine Environment & Energy
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• v.12 no.4
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• pp.235-247
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• 2009

In order to elucidate the cause of Cochlodinium polykrikoides blooms in the Korea southern coastal water, we investigated observational data of water temperatures and salinities in summer and winter, obtained from the stoppage of ship by NFRDI (National Fisheries Research and Development Institute) as well as composite images by NOAA from 1995 to 2008. Cochlodinium polykrikoides blooms occurred when water temperature was approximately $25.0{\sim}26.0^{\circ}C$ and salinity was 31.00 psu on average in Narodo neighboring seas. Different thermohaline fronts were observed between the Korea southern coastal water and the open sea water in summer and winter, respectively. That is, in winter four fronts were observed between the Korea southern coastal water with low temperature and low salinity, intermediate water originated from Tsushima Warm Current, Tsushima Warm Current with high temperature and high salinity, and the China coastal water with low temperature and low salinity. In contrast, in summer two fronts were observed between the Korea southern coastal water with low temperature and high salinity, Tsushima Warm Current with high temperature and low salinity, and the China coastal water with high temperature and high salinity. These thermohaline fronts also proved to be formed by two water masses with a different physical property, in terms of T-S diagrams. Consequently, we noticed that C. polykrikoides blooms occurring in Narodo neighboring seas in summer had a close relationship with thermohaline fronts observed between the Korea southern coastal water and Tsushima Warm Current.

• Journal of Navigation and Port Research
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• v.38 no.4
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• pp.357-366
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• 2014

On December of 2003, IMO's $23^{rd}$ Assembly discussed 'Guidelines on places of refuge for ships in need of assistance' At the discussion, Res. A.949(23) has been selected to appoint recommended place of refuge for countries signatory to the IMO Convention. IMO defines "Places of Refuge" as a places where a ship in need of assistance can take action to enable it to stabilize its condition and reduce the hazards to navigation, and to protect human life and the environment. Appointing and managing a Place of refuge can be a delicate problem because of its close connection to each country's coastal and environmental protection policies. However, in case of marine accident, the appointment or management of the place of refuge has a potential to avoid further damage and reduce to the minimum any environmental and estate losses. Currently a number of foreign countries, designated and operated a place of refuge. But, place of refuge selected method criteria were different by country and also does not have any standardized designating place of refuge model. Therefor, this study suggested the model of assigned places of refuge according to objective indication in order to assign reasonable and efficient places of refuge in domestic waters in the future by investigating and analyzing imported facts in considering the assignment of places of refuge in foreign countries and describing these imported data into quantitative value. In designating the model place of refuge, the final place of refuge location was presented by evaluating the probability of marine accidents, analyzing the location, and evaluating the supporting establishment.

• Journal of Korean Academy of Nursing
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• v.23 no.2
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• pp.187-206
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• 1993

The study was done to better understand problem behavior in high school students as described in family system theory, which explains the individual’s problem within the family interactions. The purpose of the study 1. To analyze the difference in the parents’ relationship as a couple between the two groups. 2. To analyze the difference in the parent-adolecent relationship between the two groups. 3. To analyze the difference in the family function (cohesion adaptability) between the two groups. The method of the study The staudy subjects consisted of a total of 176 families (528 persons), 109 high school students (End grade) with problem behavior and their parents (problem family group) ,and 69 high school students (same grade) with normal behavior and their parents (normal family group) residing in the Seoul area. Data were gathered from structured, self-reporting qestionaires which included a Couple Relation measurement (95 items) , Parent-Adolescent communication measurement (20 items), Family Cohesion Adaptability Scale (20 items) by DavidH. Olson et al., and a behavior evaluation tool. The results of the study 1. The results as related to the hypothesis were as follows. Hypothesis 1 : “satisfaction within The couple's relationship of the parents of problem family group will be lower than the normal family group was supported significantly(t=3.07, p=.005). Hypothesis 2: “The parent-adolescent relationship of the problem family group will be more negative and problematic than the normal family group” was supported significantly(t=4.06, p=.000). Hypothesis 3: “The family function (cohesion adaptability) of the problem family group will be lower than the normal family group" was supported significantly(t=2.20, p=.022) 2. The results of related analysis were as follows 1) Analysis of a causal relation between the couple’s relationship, the parent-adolescent relationship, family function and adolescent behavior showed that the Above 3 variables influenced adolescent behavior.. In cases where couple’s relation-ship, the parent-adolescent’s relationship, the family function are the better, their adolescent’s behavior is better. 2) Discriminant analysis of the research tool showed The discriminant ability of couple’s relationship tool was 75.57%, the Parent-Adolescent communication tool, 67.05, the family adaptability cohesion tool.67. 61%. In summary, interpersonal relationships in the family subsystems are interactive and their relation influences the behaviors. of adolescents in the family. Therefore, family therapy would be a more effective method than individual therapy, to resolve negative problem for adolscents, and the research tool used in this study are very useful for family system diagnosis and nursing intervention.

• Journal of the Korean Society of Marine Environment & Safety
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• v.15 no.4
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• pp.369-374
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• 2009

It is difficult to improve maritime safety in the aspect of human elements without seafarers' job satisfaction. Therefore, through the career development for seafarers from their entries into the job to their retirements, longer and more stable seafarers' life on board ship could be achieved together with maritime safety. This study aims at the establishment of seafarers' career path model and the verification of six hypotheses by using the questionnaire data of 2,830 respondents of students, slip officers and shore-based ex-seafarers. The results of analyses of behavior factors on the career path are as follows; first, it is important to improve educational environment and to provide seafarers with detailed information on seafarer's life; second, economic factors such as income-level and etc. do not play a role in promoting motivation of going to sea; third, the guidance to shore jobs at proper time increases seafarers' job satisfaction and induces longer stay at sea; last, it is necessary to simplify the licence system for seafarers, to allow seafarers to acquire higher class certificates, and to work at higher rank on board ships as early as possible.

• The Korean Journal of Quaternary Research
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• v.14 no.1
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• pp.33-48
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• 2000

Vegetation disturbance history of the Korean Peninsula from the Palaeolithic Age to the Koryo Dynasty (1392) has reconstructed by the use of various data sources. Active vegetation disturbance, which has begun during the Neolithic Age, seems to be more widespread on lowland and coastal areas in the early stages, but later expanded into inland areas. The ploughing of a field and the selective cutting of certain trees, such as oak trees, nettle trees and pine trees are noticeable, and eventually caused deforestation during the Bronze Age. The use of iron tools of the Iron Age has enabled the forest clearing to develope the dry fields. During the Three Kingdoms period (BC 57∼AD 918) extensive deforestation has maintained for the development of cultivated fields, as well as other activities, such as timber, lumbering, production of iron farm implement, ploughing by cattle. The encouragement of disafforestation on mountain slope and creation of terraced field during the Koryo Dynasty (918∼1392) has caused the deforestation over the country, along with the consumption of large amount of wood and timber for fire-wood, ship-building, mining, xylography and so on.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.26 no.2
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• pp.143-150
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• 1990

A cooperative Korea-Japan investigation for the demersal fisheries resources of the East China Sea was carried out by using the training ship Oshoro Maru belong to Hokkaido University Japan, during 5-12 November, 1989. The research vessel sampled 24 stations with demersal trawls on the East China Sea continental shelf, and 96 nautical miles of track line were surveyed hydroacoustically. The echo sounder used during the survey was of a scientific type having echo integration capabilities and the computer system was programmed to obtain echo integration data for each depth stratum between the transducer and the bottom. The target strength of fish school(TS per 1kg) was estimated from the relationship between mean volume backscattering strength and catches caught by the demersal trawls. The results obtained can be summarized as follows: 1. Approximately 96 species were identified from survey catches. 2. The mean volume backscattering strength for the layer occupied by bottom trawls at 25 and 100 KHz were-63.9 dB and -67.3 dB, respectively. Then the average catch per unit time of each trawl haul was 58.8 kg/hour. 3. The mean volume backscattering strength for the entire layer between the transducer and the bottom at 25 and 100KHz were -61.9 dB and -67.0 dB, respectively. 4. The mean fish school target strength per unit weight(TS/kg) at 25 and 100 KHz were -23.6 dB/kg and -26.6 dB/kg, respectively.