강우기와 비강우기의 목포 주변 해역의 수질 특성

이황복 목포해양대학교 대학원 2003 국내석사

하계 집중 강우 시와 비 강우 시에 목포 주변 해역의 수질 특성을 알아보기 위해서 하계 장마기(7월 20일, 25일과 9월 3일)와 비 강우기(11월 16일)에 목포 주변해역 28개 정점의 표층과 저층의 해수를 채수하여 해역 환경 기준 항목 인 DO, COD, SS, TN, NH^(+)_(4)-N, NO^(-)_(2)-N, NO^(-)_(3)-N 및 TP, PO^(3-)_(4)-P와 함께 염분(Salinity)과 Chlorophyll-a를 분석하였다. 분석된 이들 자료를 이용하여 먼저 염분과 수질인자와의 관계로부터 담수유입에 의한 수질인자의 분포 특성을 알아보았고, 분석된 자료를 통해 해역 환경 기준치와 비교하여 목포주변 해약의 수질 오염도를 평가 한 결과는 다음과 같다. ◇ 강우기 인 7월 20일에 조사 된 목포항 내부 해역의 염분 분포는 표층에서 11.9~29.2 ‰, 저층 에서는 29.3~29.8 ‰로 수평적 분포는 목포항 안쪽 하구 둑 부근의 정점에서 낮았고 바깥쪽에서 높아지는 분포 경향을 보였으며, 표층과 저층칙 수직적인 농도 차이는 하구둑 부근의 안쪽 정점에서 크고, 바깥쪽 정점에서는 차이가 적었다. 염분의 분포와는 달리 COD, NO^(-)_(3)-N, NH^(+)_(4)-N의 농도는 안쪽 정점에서 높고 바깥쪽 해역으로 갈수록 낮았다. 특히 NO^(-)_(3)-N의 농도는 염분과 높은 역상관계수를 보여 영산강 하구 둑으로부터 유입되는 담수가 목포 해역에서 질산질소의 분포에 영향을 크게 미치고 있는 것으로 나타났다. ◇ 강우기 인 7월 25일 목포주변 외부 해역에서 조사 된 염분 분포는 표층에서 23.6~29.0 ‰, 저층에서 28.1~29.8 ‰로 정점별, 층별 농도 차이가 미소하였다. 염분과 수질인자와의 상관계수는 내부 해역보다 아주 낮은 상관관계를 보여 외부 해역에서 이들의 농도 분포는 영산강 하구 둑으로부터 유입되는 담수의 방류에 의한 영향이 적은 것으로 나타났다. ◇ 강우기 담수 방류가 많았던 9월 3일 내부해역과 외부해역에서 조사 된 염분 농도는 표층에서 5.9~25 ‰, 저층에서 23.4~26.2 ‰의 분포를 보였다. 염분의 표층 분포는 7월과 같이 목포항 안쪽 하구둑 부근의 정정에서 낮았고 바깥쪽 정점으로 갈수록 높아지는 경향을 보였으며, 표층과 저 층의 수직적인 염분 농도 차이는 하구 둑 부근의 안쪽 정점에서 크고, 바깥쪽 정점에서는 차이가 적게 나타나고 있어 담수 방류에 의한 영향이 크게 미치고 있음을 알 수 있었다. 한편, SS, TP, PO^(3-)_(4)-P 및 TN의 농도 분포도 7월과 같이 영산강 하구둑 부근의 안쪽 정점에서 높고 바깥쪽 정점으로 갈수록 감소되는 농도 분포를 보였다. 이 항목들에 대한 염분과의 관계는 높은 역 상관관계를 보여 영산강 하구둑으로부터의 담수 방류가 해역에서 이들의 분포에 크게 영향을 미치고 있음을 알 수 있었다. 특히 염분과 인산인의 상관관계가 높은 것은 영산강의 담수 방류 시 많은 인산염이 유입되고 있음을 시사 해 주고 있으며, 목포 해역의 수질에 상당한 영향을 미치고 있는 것으로 추정된다. ◇ 반면 비 강우기의 염분농도는 남해 하수종말처리장 부근의 정점에서 낮은 농도를 보였으나 다른 정점에서는 차이가 없었다. 표층과 저층의 수직적인 농도 차이도 미소하였다. Chlorophyll-a 만이 내부 해역에서 높았고, NO^(-)_(3)-N, NH^(+)_(4)-N, TP, COD 는 내부 해역과 외부 해역에서의 농도 차이가 크게 나타나지 않았다. 이들 항목에 대한 염분과의 상관계수는 강우기 보다 낮게 나타나고 있어, 비 강우기에 영산강 하구 둑으로부터 유입되는 담수가 목포 해역의 수질인자의 농도 분포에 미치는 영향이 강우기에비해서 적은 것으로 사료된다. ◇ 강우기 영산강 하구 둑으로부터 많은 양의 담수가 방류 된 9월 3일 조사 된 수질 인자의 평균 농도 분포는 COD 3.09 mg/ℓ, TN 2.09 mg/ℓ, TP 0.09 mg/ℓ로 나타났다. 한편 비 강우기 인 11월 16일에 COD 3.09 mg/ℓ, TN 0.26 mg/ℓ, TP 0.045 mg/ℓ로 나타났다. 이와 같이 COD 농도는 강우기와 비강우기 비슷한 분포를 보이고 있으나, TN 는 비 강우기에 비해 8배정도 높았고 TP 는 2배정도 높은 농도를 보였다. 이는 영산강 하구 둑으로부터의 담수 유입 시 상당량의 질소와 인이 목포 주변해역으로 유입되고 있음을 시사하고 있다. 따라서 목포주변 해역의 효과적인 수질 관리를 위해서는 영산강 하구로부터 유입되고 있는 질소와 인의 제어가 절실히 요구되고 있다. ◇ 강우기와 비 강우기 목포 주변해역의 수질 오염도를 해역 환경 기준치에 비교 한 결과, COD는 강우기와 비 강우기 모두 3등급 수질을 보였다. 총질소의 기준으로 강우기에는 3등급 이하, 비 강우기에는 1등급으로 나타났고, 총 인의 기준으로 강우기 에 3등급, 비강우기에 1등급의 수질을 나타냈다. This study was conducted to investigate input on the water quality during wet(Jul, Sep) and dry seasons(Nov) in the Mokpo coast. DO, COD SS, TN, NH^(+)_(4)―N, NO^(-)_(2)―N, NO^(-)_(3)-N, TP, PO^(3-)_(4)-p, salinity and Chlorophyll-a of the surface and bottom were analyzed at 28 stations in the Mokpo coast. The salinitys was higher during the dry season than the wet season and the water quality was correlated witch the salinity distribution. The results indicated that the water quality in the Mokpo coast was affected by the fresh water discharge from Young San River Embankment during wet season. Especially, nutrients(nitrogen and phosphorus) were greate affected by from Young San River Embankment during wet season(Sep) Concentration of COD, TN and TP were 3.09mg/ℓ, 2.09 mg/ℓ and 0.09 mg/ℓ respectively on the September and 3.09 mg/ℓ , 0.26 mg/ℓ and 0.045 mg/ℓ respectively on the November. Concentrations TN and TP ware significantly different between wet and dry seasons whereas COD concentrations. Water pollution rate during wet and dry seasons compared with the standard of environmental water quality in coastal area. Water pollution rate of Wet season which were three-grade at COD, under the three-grade at TN and three-grade at TP respectively. Water quality during dry season was three-grade for COD, first-grade for TN and first-grade of TP respectively. In conclusion, the water quality in the Mokpo coast was significantly controlled by the fresh water discharge for the Young San River Embankment.

해양레저마리나 최적입지 선정을 위한 평가지표 개발에 관한 연구

송병화 목포해양대학교 대학원 2010 국내석사

Recently, marine tourist industries are realized a high value industry and demands of the marine tourism is increasing. However infrastructure of the marine tourism in our country still clearly lacks capacity for consumers. Therefore the Government plans to develop marine tourist attraction for development of marine leisure industry. Additionally most local autonomous entity proceed rapidly to create 'The Marina of the Marine Leisure' that the advanced base of the marine leisure industry in oder to increase local economy. Determination of the location for the marina of the marine leisure is very important. Because it is the complicated facility with the various function. This study is able to do the various function. According to make the evaluation index in order to determine an optimizes location for the marina of the marine leisure. The location was evaluation the natural environmental factors with social environmental factors. Especially, the natural limited factors apply to evaluation on account of that the marina of the marine leisure constructed on the sea and more weighted factor apply to social environmental factors associated with the economics and the development possibility. Hereafter this study will make progress to evaluate the location by regression analysis.

목포권의 환경변화에 따른 목포항의 개발전략에 관한 연구

장용기 木浦海洋大學校 大學院 2003 국내석사

The 21st Century is the period when the economic bloc of the Pacific rim becomes the axis of world economy and the economy of northeast Asia including China becomes flourished to the full. In the changes which are made mainly in this northeast Asia, the major changes that are visualized centered on the Mokpo circle located in the southwest area of the Korean Peninsula, may include opening to traffic of the Western Coastline Expressway, removal of the Jeonnam Provincial Office to the Namak-li, double-tracking of the Honam railroad, restoration of the Gyeong-eui railroad, opening a nonstop shipline between Mokpo and Sanghai, and designation of the Daebul National Industrial Complex to the free-trade zone. In these environmental changes, especially, restoration of the Gyeong-eui railroad, opening a nonstop shipline between Mokpo and Sanghai, and designation of the Daebul National Industrial Complex to the free-trade zone, and so forth, can have direct or indirect influences on the Mokpo Port. Furthermore, they can surely have much influence on the developmental plan of the Mokpo Port which has already been established. Therefore, this study tried to analyze what influence these changes of restoration of the Gyeong-eui railroad, opening a nonstop shipline between Mokpo and Sanghai, and designation of the Daebul National Industrial Complex to the free-trade zone would have specifically on the Mokpo Port. Besides, it attempted to examine what supplementary measures would be necessary for the ongoing development plan of the Mokpo Port. In addition, whether the cargo-handling capacity would be adequate for the quantity of goods transported to the port, which was expected to increase in the long run, was tried to be reviewed. Besides, until now, as for the Mokpo Port, the developmental logic of port was emphasized during the development process, so creating the water-friendly space of port which can match well with life and emotion of the Mokpo citizens was overlooked. This reality can be considered to go against a new paradigm for port-development which is currently prevailing throughout the whole world. Accordingly, in this study, some countermeasures were presented so that the developmental strategies of future-oriented Mokpo Port could be suggested.

해양레저관광 활성화를 위한 목포시를 중심으로한 해상교통망 개발에 관한 연구 : 요트 항로 개발을 중심으로

최운규 목포해양대학교 대학원 2011 국내석사

Recently, the marine tourist industries are realized a high value industry and while the demands of the marine tourism is increasing. However, Mokpo has naturally good environmental conditions for the marine tourism Regardless of their the program of the marine tourism in Mokpo area still clearly lacks capacity for consumers. Therefore A Study on Development of the Maritime transport route in Mokpo area for the Marine Leisure Tourism Activation (Focused on the Yacht Route ) In this paper, the plan to invigorate regional marine tourism is discussed. The southwest area including Mokpo province is famous for its beautiful islands and seashore line which has richness and variety of marine life. A solution of tourists increment by leisure program utilizing islands and coastline will be proposed Yacht Route held at islands that has historic backgrounds and scenic beauty and its to draw the ways of utilization for tourist were tracked first. Next to create Activation Plan for 'The Marina of the Marine Leisure' These activities will contribute to development of marine tourism and increase of income for regional people.

항로표지 이용료 산정기준 및 적정이용료 산출에 관한 연구 - 부산지방해양수산청을 중심으로 -

김형준 목포해양대학교 대학원 2023 국내석사

Aids to navigation is a representative marine safety facility created for humans to safely utilize the sea regardless of the era, installed at port entrances, reef areas, and ship routes across the country to prevent marine accidents of navigational vessels. As of the end of 2020, a total of 3,289 aids to navigation owned by the state are being operated in all seas of Korea. The future marine environment demands informatization and digitization, such as the Maritime Autonomous Surface Ship (MASS) technology, e-Navigation service systems. To meet this changing technological environment, aids to navigation, which are representative marine safety facilities, also require a change to a new system. As a response, the Ministry of Oceans and Fisheries is conducting research and development of digital-based smart aids to navigation such as information and communication technology (ICT), the Internet of Things (IoT), and artificial intelligence (AI), which requires a budget increase compared to the current operation budget of aids to navigation. Korea collects an aids to navigation service fee of KRW 24 per ton for ships using trading ports, which is included in the port entry and departure fee according to related laws, but cannot be increased or reduced independently. However, the future aids to navigation require more functions than the current ones, and the current service fee of KRW 24 per ton, it is difficult to establish a service system that meets user needs. Therefore, in this research, regarding the importance of aids to navigation, which are indicators of safe navigation of ships, aim to calculate appropriate aids to navigation service fee considering all factors such as new establishment of aids to navigation, maintenance of functions, and vessels and manpower necessary for maintaining the function. Considering the public facility function of Aids to navigation, it was estimated by deriving detailed items necessary for calculation and recovering the overall cost, focused on Busan Port, a representative port in Korea, through the calculation method of representative railway fares and highway tolls. As a result, the service fee for Busan Regional Maritime Affairs and Fisheries Office for 10 years (2011-2020) was estimated the lowest at 110.3 won (4.6 times) in 2018 compared to the current 24 won, and the most estimated at 149.4 won (6.2 times) in 2020, the average was 119.5 won (4.9 times). Aids to navigation is public facility that provide continuous 24-hour services to everyone using the sea. In order to build a smart aids to navigation system, based on IoT and AI that can respond to future changes in the marine environment, such as vessel size and speed increases, MASS, and smart ports, a stable financial system, such as a virtuous cycle structure of the necessary budget, and institutional supplementation to support it is required. It is hoped that this research data will be used as basic data necessary for policy making of aids to navigation such as financial investment and institutional improvement. Key words: Aids to navigation, Aids to navigation Service fee, Public facility, total cost, Busan Regional Maritime Affairs and Fisheries Office 항로표지는 시대와 관계없이 인간이 바다를 안전하게 이용하기 위해 만든 대표적인 항행안전시설로 전국의 항만 입구, 암초 지역, 통항로 등에 설치하여 통항 선박의 해양사고를 예방하고 있으며, 2020년 말 기준으로 우리나라 전 해역에서 국가 소유의 항로표지 3,289기가 운영되고 있다. 미래의 해양환경은 자율운항선박 도입, e-Navigation 서비스 체계 등 정보화 및 디지털화를 요구하고 있으며, 대표적인 해양 안전시설인 항로표지 시설도 이러한 시대적 환경에 부합하기 위해서는 새로운 시스템으로의 변화가 필요하다. 이에 해양수산부는 정보통신 기술(ICT) 및 사물인터넷(IoT), 인공지능(AI) 등 디지털 기반의 스마트 항로표지를 연구개발하고 있으며, 이는 현재의 항로표지 운영예산보다 더 많은 예산 수반이 필수적으로 요구된다. 우리나라는 무역항을 이용하는 선박에 대하여 톤당 24원의 항로표지 이용료를 관련 법률에 따라 선박입출항료에 포함하여 징수하고 있으나, 독자적으로 인상하거나 삭감할 수가 없는 게 현실이다. 미래의 항로표지는 현재보다 더 많은 기능을 요구하고 있어 톤당 24원인 현재의 항로표지 이용료로는 사용자요구에 부합하는 서비스 체계를 구축하는 데 어려움이 있다. 이에 본 연구에서는 선박 안전 항해의 지표가 되는 항로표지의 중요성을 생각하고 항로표지의 신설, 기능 유지, 그리고 기능 유지에 필요한 업무용 선박, 인력 등의 요소를 모두 고려한 이용료 산정기준을 마련하고 적정한 항로표지 이용료를 산출하고자 하였다. 항로표지의 공공재적 기능을 고려하여 공공재의 대표적인 철도운임과 고속도로 통행료 등의 산출방식을 통해 우리나라의 대표적인 항구인 부산항을 중심으로 산출에 필요한 세부 항목을 도출하고 총괄 원가를 회수하는 방식으로 적정이용료를 산출하였으며, 그 결과 10년(2011~2020년)간 부산청의 항로표지 이용료는 현재의 24원 대비 2018년이 110.3원(4.6배)으로 가장 적게 산출되었고, 2020년이 149.4원(6.2배)으로 가장 많았으며, 평균 119.5원(4.9배)이었다. 항로표지는 해상을 이용하는 모두에게 24시간 지속적인 서비스를 제공하는 공공재로서 선박의 대형화와 고속화, 자율운항 선박과 스마트 항만 등 미래 해양환경 변화에 대응이 가능한 사물인터넷(IoT), 인공지능(AI) 기반의 스마트 항로표지 운영시스템을 구축하기 위해서는 필요한 예산의 선순환 구조 등 안정적인 재정체계와 더불어 이를 뒷받침할 제도적인 보완도 필요하다. 본 연구자료가 재정 투입과 제도개선 등 항로표지 정책 수립에 필요한 참고자료가 되기를 기대해본다.

해양안전정보 융합시스템 구축에 관한 연구

김도연 목포해양대학교 2014 국내박사

The recent rise in maritime traffic volume has increased the frequency of marine accidents. The bridge of a ship is equipped many devices to support safe navigation. These navigational aids help the watch officers to determine ship's various navigational action. However, informations, provided from many devices, tend to cause the officers to be in difficulty of deciding the importance and the priority of information. Therefore, it is keenly necessary to define which information be the most important for safe navigation and to present that information for the use of watch officers. The goal of this research is to design and implement the integration system with various marine safety information in ships. This integration system could be very helpful to reduce marine casualties by solving various problems the watch officers has faced until now. Besides, ships and ground centers can use a broadband network to communicate by collecting and transmitting marine safety informations with each others. In this dissertation, the author defines and classifies the concept and the types of marine safety information respectively for integrating the real-time marine safety information. According to this definition and classification, the author designs the packet and database field for the real-time marine safety information. This system is implemented in situation of the TCP/IP network via the wireless network which will be replaced by AIS/ASM in near future. And the author proposed an identification algorithm to identify the abnormal navigating pattern by use of fuzzy theory and the fusion algorithm of AIS/ ARPA radar information to support safety navigation by use of blackboard system for the real-time ship information management. Finally the integrating system can display the important navigation information by designing the various sentence patterns and graphic user interface. In this study, the system can display the real-time navigation informations which are integrated through communicating between ships and ground centers such as GICOMS and VTS. It present the possibility of new communication system between ships and ground centers. These results can contribute to the development of next generation vessel traffic services and ship navigation system. This study demands to covert the proposed system into a complete real-time system through the long-term actual application, to adapt it for satisfying the standard of e-Navigation strategy implementation plan by IMO, and finally to miniaturize it for small fishing boats.

목포 주변해역 퇴적물 내 중금속 분포 특성

류한홍 목포해양대학교 대학원 2003 국내석사

목포주변 해역 퇴적물 내 중금속 함량 및 오염진행 과정을 규명하기 위해 28개 지점을 설정하여 2002년 7월과 11월에 퇴적물을 채취하였다. 이 퇴적물에서 63 ㎛ 이하의 퇴적물 함량, 퇴적물 내 중금속 (Fe, Mn, Zn, Cu, Pb, Cr), IL 및 황화수소를 분석하였다. 첫째, 퇴적물 내 중금속 농도는 퇴적물 입자의 크기에 의해서 영향을 받는다. 따라서 퇴적물 입자의 영향을 배제하여 자료의 해석 및 분석하기 위해 63 ㎛ 이하의 퇴적물 함량을 이용하였다. 함량비에 의한 공간적 분포는 하계의 경우 Mn 및 Cr을 제외한 대부분의 항목들에서 영산강하구언 인접부에서 높았으며, 외해쪽으로 가면서 낮아지는 경향이 나타났다. 또한 북항 부근에서 Fe, Mn, Zn, Pb 및 Cr 등이 높게 나타나, 이들의 유입이 영산호와 더불어 북항 지역에서 유입되고 있는 것으로 추정된다. 추계의 경우 조사항목 대부분에서 영산강 하구언 지역보다는 목포 내항 부근 및 북항 지역에서 함량비가 높게 나타났다. 이와 같은 결과는 추계에 영산호에서의 담수 방류가 거의 이루어지고 있지 않아 영산호에서 중금속들의 유입은 상대적으로 적은 반면, 목포 내항 및 북항 지역에서 이들 원소들이 많이 유입되고 있음을 시사해주고 있다. 둘째, 육지 또는 섬들의 영향이 가장 적을 것으로 판단되는 지점의 중금속 농도를 이용하여 중금속 축적 정도를 알아보자 CERs 값을 이용하였다. 2~5 사이의 CERs 값은 대부분 하계의 영산강 하구언 부근에서 나타났으나, 추계에는 거의 나타나지 않았다. 따라서 중금속 축적이 인위적인 영향보다는 하계집중 강우에 따른 많은 담수의 유입과 함께 유입된 중금속이 해수 중 입자물질에 흡착되어 영산강 하구언 부근에 축적된 것으로 판단된다. 셋째, 회귀직선식의 잔차를 이용하여 오염의 영향을 평가하기 위해 잔차평균에 대해 1.655.D배 벗어나는 시료를 구분하였다. 하계의 경우 표준편차의 1.65배를 넘는 시료의 비율은 Cu가 12.5 %, Zn이 8.7 %, Fe, Pb 및 Cr이 8 %, Mn이 4 %,로 나타났다. 추계의 1.655.D배 범위를 벗어난 퇴적물 시료의 비율은 Mn이 8.3 %, Fe, Cu가 8 % 그리고 Bn, Pb 및 Cr이 4 %로 나타났다. 하계 및 추계의 퇴적물 시료에서 Fe, Zn, Cu, Pb 및 Cr 등이 영산강하구언 인접 지점에서 1.655.D가 넘는 값이 나타나, 이 해역에서 중금속의 축적이 진행되고 있는 것으로 판단된다. 본 조사해역의 일부 지점에서 중금속 원소들의 축적이 이루어지고 있는 것으로 나타났다. 그러나 중금속 원소들의 축적이 인위적인 영향에 의해 이루어지고 있는 것보다는 다음과 같은 결과로 인해 영산호 담수 방류에 따른 영향으로 추정된다. 첫째, 담수 유입에 직접적인 영향을 받는 내부해역의 1~5 지점에서 63 ㎛ 이하의 함량이 하계와 추계에 큰 차이를 보였다. 둘째, 함량비에 의한 중금속 원소들의 공간적 분포는 하계에 영산강 하구언 부근에서 높게 나타났으나, 추계에는 영산강 하구언 부근보다는 목포 내항 및 북항 부근에서 높게 나타났다. 또한, 영산강 하구언 지점들과 타 지점간의 함량비 차이가 하계에 크게 나타났으나, 추계에는 미소한 차이를 나타냈다. 셋째, 2~5 사이의 CERs 값이 대부분 하계의 영산강 하구언 부근에 나타났으나, 추계에는 거의 나타나지 않았다. 넷째, 회귀직선식의 잔차를 이용한 오염의 평가시 1.65S.D 이상의 값은 대부분 영산강하구언 인접 지점에서 나타났다. 따라서 영산호의 담수 방류가 하구언 인접 지점의 퇴적상 및 저질 특성에 상당한 영향을 준 것으로 판단되며, 목포 주변해역의 중금속 오염 평가시에는 영산강에 대한 중금속의 오염도 조사가 선행되어야 할 것으로 판단된다. Distribution of trace metals were investigated in surface sediment of the Mokpo coastal area. Surface sediment samples were collected at 28 sites in July (Summer) and November, 2002 (Fall). The concentration of heavy metals (Fe, Mn, Zn, Cu, Pb, Cr), IL (Ignition Loss) and AVS (Acid Volatile Sulfide) in suface sediments were measured by a manual of the Ministry of Maritime Affairs and Fisheries of Korea. The extracted trace metals in surface sediment were analyzed by the flame atomic absorption spectrophotometer with an instrument of Modal Shimadzu AA-6701F. The concentration of Fe, Mn, Zn, Cu, Pb, Cr in surface sediment were 3234±863.1 mg/kg · dry, 272.7±64.19 mg/kg · dry, 32.11±16.98 mg/kg · dry, 5.109±2.335 mg/kg · dry, 7.816±2.575 mg/kg · dry, 4.254±2.378 mg/kg · dry in the summer and 2861±624.0 mg/kg · dry, 258.1±107.6 mg/kg · dry, 24.47±9.360 mg/kg · dry, 12.64±6.461 mg/kg · dry, 29.55±4.232 mg/kg · dry, 0.635±0.412 mg/kg · dry in the fall, respectively. The ranges of IL and AVS in surface sediment were 5.81±1.33 %, 0.028±0.03 mg/g in the summer and 9.17±1.70 %, 0.343±0.67 mg/g in the fall. The decrease of concentration in Fe, Zn, Cu, Pb and IL with distance from Yeongsan embankment indicated that Yeongsan Lake may be the pollutant source of Fe, Zn, Cu, Pb and IL in Mokpo coastal area of the summer. However The fall season distribution of concentration Fe, Mn, Zn, Cu, Pb and IL in surface sediment decreased with distance from Mokpo harbour and North harbour indicated that pollutant source of Fe, Mn, Zn, Cu, Pb and IL is Mokpo coastal area. The values of CERs (Concentration Enrichment Ratios) were between 2 and 5 in the vicinity of Yeongsan embarlnnent in the summer. Whereas CERs were below the values in the fall. The results were indicative of the accumulation of anthropogenic effect rather then the accumulation of seasonal rainfall input. Concentration of heavy metals were generally controlled by the grain size of sediment. In the residual analysis, heavy metals and grain size (63 ㎛>) were used for regression to investigate effect of contamination Samples with 1.65SD (Standard Deviation) were selected to distinguish high residual from residual in the regression. Residuals exceeding 1.65SD for Fe, Mn, Zn, Cu, Pb and Cr were 1424 mg/kg · dry, 94.14 mg/kg · dry 26.58 mg/kg · dry, 3.771 mg/kg · dry, 4.094 mg/kg · dry, 3.882 mg/kg · dry in the summer and 955.5 mg/kg · dry, 173.5 mg/kg · dry, 14.35 mg/kg · dry 10.31 mg/kg · dry, 6.802 mg/kg · dry, 0.653 mg/kg · dry in the fall respectively. Percentage of samples with the high residual was 12.5 % for Cu, 8.7 % for Zn, 8 % Fe, Pb, Cr and 4% for Mn in the summer. Whereas percentage of samples was 8.3 % for Mn, 8 % for Fe, Cu and 4 % for Zn Pb and Cr in the fall.

FCM에 의한 국내 무역항 항세 분석을 통한 목포항의 경쟁력 분석에 대한 연구

김삼열 목포해양대학교 대학원 2017 국내석사

Abstract The Mokpo Port has been opened in 1897, when the foreign countries attempted to expand their diplomatic powers in Korea peninsula. Especially Japan demanded the opening of Mokpo port because its strategical importance was recognized as the post of triangular sea route to connect Korea peninsula with Japan and China. After opening, Mokpo port had been developed as the third big port in Korea by the middle of 20 centuries. However the throughput ratio of Mokpo Port has been rapidly decreased with brilliant economic growth in Korea, and now its scale has fallen a small port. There have been many studies to vitalize Mokpo port, but the researches on its competitiveness are very few. There have been many works on competitiveness of port, but no study using port power. In this paper, we classify domestic trade ports using port powers data such as entrance number of ship, its gross tonnage, throughput, facilities, and etc. by FCM(Fuzzy c-means). We discuss the competitiveness of Mokpo port comparing to geographical competitive ports with similar characteristics in their port powers.

선박안전운항을 위한 융복합 해양안전정보 시스템 구축

홍태호 목포해양대학교 2014 국내박사

According to most statistics on domestic and foreign maritime accidents, the rate of accidents caused by human factors ranges from 60 to 80%. The International Maritime Organization (IMO) has reported that more 80% of maritime accidents are caused by human error. In Korea during the last five years, accidents caused by human factors account for 82% of all maritime accidents. In modern ships, a variety of methods have been considered to reduce number of the maritime accidents caused by human error. Various types of navigational equipments have been installed inside the bridges of ships. Navigators observe surrounding maritime situations and analyze other information obtained from these many navigational equipments. However, because of worker fatigue caused by excessive work aboard high-speed ships, loading and unloading, and excessive paper work for ship operation, safe navigation is now threatened. Therefore, technologies that aid navigator decision making have been proposed to reduce the numbers of accidents caused by human factors. The IMO has been defined as an organization that harmoniously collects, integrates, exchanges, presentations, and analyzes maritime information at sea and seashore through electronic means. This vast information processing is designed to strengthen e-navigation and relevant services from port entry to departure and to ensure maritime safety and security as well as oceanic environmental protection. E-navigation, as an integrated and consistent system to reduce the workload of the bridge, essentially is an attempt to connect all systems. MSI originally referred to navigational and meteorological warnings, meteorological forecasts and distress alerts. However, these original purposes haves recently been modified to mean navigational and meteorological warnings, meteorological forecasts and other urgent safety related messages broadcast to ships. These relevant services are defined the maritime service portfolio (MSP) of e-navigation. MSP describes operational and technical services and their associated levels of supplied by interested parties at a given sea area, waterway, or harbor. In addition, it includes services to the following regions. This study proposes a system to safe navigation by assisting navigators through the delivery of MSI between land and sea. The results of this research are summarized as follows. A LMSI system was constructed that allows safety information to be received from the sea and processed on land MSI is processed and propagated based on the safety information source database. In addition, a SMSI system was constructed. This system receives electronic data related to maritime safety from seven inboard navigational equipments and transmits this information to concerned parties on land and sea. In the future, supplementing the system through long-term on-the-ship tests is necessary by defining MSI in relation to the MSP regions.

한국의 바다와 법률전에 관한 연구 : 해양경계획정에서의 함의

이경제 목포해양대학교 대학원 2023 국내박사

More than 70% of the Earth's surface is surrounded by the sea, 80% of the Earth's species live in there and supporting humanity in various fields; as a source of water, mineral and energy resources, as a battlefield during the Age of Exploration, or as a transportation route connecting civilization to civilization, etc. In recognition of the importance of the oceans, the international community has established 「the United Nations Convention on the Law of the Sea, 1982」(UNCLOS) to contribute to the realization of an equitable international economic order in light of the interests and needs of mankind. However, the increase in each country's maritime dependence by jumping on the UNCLOS for maritime use and jurisdiction makes higher the possibility of disputes between neighboring countries to secure various marine resources by securing the widest range of maritime jurisdiction. In other words, the UNCLOS, which was created to use the ocean fairly and peacefully, became an opportunity for present to bring conflicts between countries to the surface. East Asia, to which Korea belongs, is considered the most dynamic in the world today as Korea, China, and Japan emerge as economic powers, and various conflicts involving nationalism are occurring. In this situation, Korea, a de facto island country, is very important to secure maritime jurisdiction to maintain the national economy through maritime exports and imports, but the distance between Korea, China, and Japan is short enough to fully enjoy the maritime area as a limit in the UNCLOS, and all three countries have not reached an agreement on the maritime border for a long time. In this situation, the three Northeast Asian countries also cannot easily back down from conflicts over maritime borders because they are particularly related to not only the ultimate goal of securing jurisdiction or sovereignty also country's life and death interests; like resource, food, military security. And, Such a conflict situation can turn into a dispute by the occurrence of state actions to achieve its own purpose and secure interests. However, the use of force is generally prohibited in the current peace-oriented international legal system, and instead, various international legal mechanisms are in place for peaceful resolution in the event of a dispute. Such international legal mechanisms make it difficult to achieve the strategic purpose of the country by using force, but recently, a new type of strategy has been devised to acquire territory or resources without force. This paper attempted to examine the 'Lawfare’ among the various strategies being newly discovered, especially, and to find out what the Lawfare has in the maritime boundary delimitation. To this end, first, This paper tried to derive the concept of the Lawfare. In short, the Lawfare is a strategy that uses law as a weapon of war, a concept that is still unfamiliar to Korea, but is being actively discussed in the international community. so Korea also needs to consider the concept of lawfare and prepare for the other’s lawfare performance. Next, in order to resolve maritime boundary conflicts or disputes, an overall review of related international laws is required because maritime boundary disputes necessarily involve two or more countries. So, this paper will be reviewed centering on the UNCLOS, because it is a representative international law that contains national jurisdiction and use in the ocean. In addition, the UNCLOS itself has insufficient or ambiguous regulations, which are supplemented through international precedents, and issues related to maritime boundary disputes are also representative issues supplemented through precedents. Therefore, international precedents about maritime boundary delimitation will be reviewed together as materials for lawfare. Finally, based on the reviewed contents, Korea's lawfare direction for individual cases was presented by dividing them into three major issues; ① The legislative attitude of neighboring countries about maritime boundaries, ② the state actions of neighboring countries that are now causing conflict, and ③ Issues that are not pending, but are expected to be harmful to Korea in the future, or that may be considered in the maritime boundary definition even though the relationship with the Convention on the UNCLOS. In conclusion, this study argues that Korea should have the ability to identify and understand other countries' actions that can act as toxins in Korea from a long-term perspective to grasp their intentions and preemptively eliminate possible international legal threats. In particular, it is need to try to invalidate the act of other counties that may be harmful to Korea through formal protests or declarations country, and various attempts should be supported, including practical actions to solidify Korea's position by using the rights provided by international law as much as possible. In addition, Korea should be able to understand the Lawfare to oppose the country that formalize the Lawfare as a national strategy in force. The understanding of lawfare begins with an understanding of international law, and is based on being able to identify which state actions can have the effect of international law. The state actions to be analyzed here should include not only the state actions of other countries but also the actions of Korea. This is because the actions of other countries are to identify whether or not they pose a threat to the interests of our country and respond to threatening cases, and Korea's actions must be refined under international law so as not to provide excuses to other countries. To this end, a system should be established in which public officials, military, and police, who can be accepted as a realization of national actions, especially if they perform duties closely related to international relations, can be sufficiently educated in international law or hired by the organization to seek advice.