The magnitudes of sea surface temperature (SST) anomalies at 13 coastal stations along the Korean peninsula in the summer and winter for the past 29years (1969-1997) are more larger than those in the spring and autumn. The periods of positive SST anomalies (negative SST anomalies) longer than 1℃ were 75(74.5) months in the eastern coast of Korea, 47.8(51.6) months in the southern coast of Korea and 69.5(69.8) months in the western coast of Korea during the past 348 months (1969-1997). The predominant periods of the low-pass filtered monthly SST anomalies are 3 years or 13 months, even another predominant period is 24 months. The spatial variation of SST anomalies were confined by regional seas of the Korean peninsula, such as the East Sea, the South Sea and the West Sea itself.

The accuracy for determining fishing ground and for setting fishing gear location, and the repeatability of ship position vary depending on fishing methods. Especially, Loran-C has been served to give fisherman highly accurate ship's position, and a number of fishing vessel are equipped with it's receivers. In this paper, in order to evaluate the accuracy of Loran-C fix of Korean chain in Korean southeast coast, the authors examined and analyzed the data of the receiver of Loran-C(LC 90, Furuno) and GPS(AccNav SportTM, Eagle) measured automatically and continuously for 2 seconds at interval of 5minutes during 2hours from 11th to 21st, July, 1996 at six observed points, that is, Pusan, Wolnae, Pangojin, Chongja, Kampo and Kuryongpo in Korean southeast coast. As the result obtained, Loran-C signals showed little fluctuation with good reprodutibility. Good stability of Loran-C signals was indicated by the small value of the standard deviation 0.064~0.094μ s. Although determination of the observed position could not be completely accurate, the extent of the error was estimated smaller than 0.35 nautical mile.

The distributions of sea surface temperature across the Cheju Strait and the Korea Strait have been measured by using a thermometer installed on board No.1 Cheju, a ferry that operates regularly between Pusan and Seogwipo. The data from 14 October 1991 to 15 August 1992 were analyzed in this paper. A clear temperature front is formed at the adjacent sea of Geomundo, and its position is not fixed and moves north and south. The slow northward movement of the front can easily be traced, but the southward movement from March to October is obscure. The temperature contrast in the Cheju Strait and the Korea Strait is very weak in this period. Some periodical fluctuations with a period of several tens of days are observed in the region of the temperature front from November to February. This fluctuation seems to be caused by winter heat flux exchange and the strong southeastward wind force. The result shows that continous observation of the sea surface temperature distribution across the Cheju Strait and the Korea Strait yields a good method for monitoring the presence of Tsushima Warm Current and the fluctuations of South Korea Coastal Water. The formation and structure of shelf front in the Cheju Strait and the Korea Strait was analysed based on the detailed oceanographic data observed during the period of 1990-1992. The analysis shows that well-defined fronts were formed through yearly around the Chuja Island, particularly in summer. In nature, its structure and formation position can be changed easily from year to year and by season. But, in region of the Korea Strait this front is relatively weak.

Extreme environments and freak wave characteristics in the coastal waters of Korean Peninsula are analyzed using the observed wave data. Freak wave has been intensely emphasized as an important environmental force parameter in several recent research works. However, the mechanism and occurrence probability of freak wave are not clarified. The aims of this study are: to summarize the distribution of extreme environment for wind waves, and to find occurrence probability of freak wave in the coastal waters of Korean Peninsula. These extreme sea conditions are discussed by applying extreme value analysis method, and the statistic characteristics are summarized which can be used to the design and analysis of coastal structures. The mechanism and the occurrence probability of freak wave are also discussed in detail using wave parameters in considered with wave deformation in the coastal waters.

The amount of cargoes and fishery production have increased continuously during the last decade due to the great growth of the Korean economy. These increasements have made our coastal traffic congested, and the future coastal traffic is also expected to increase considerably. The increased traffic can be a cause of large sea pollution as well a s greater sea casualties us as properties and human lives, which could result in a big national loss. In order to prevent the sea casualties and promote the safety of coastal traffic, the Vessel Traffic Management System (VTMS) along the Korean coastal waterway is inevitably introduced. But, the precise evaluation is necessary required prior to the implementation of VTMS because this system necessitates a huge amount of budgets. This paper aims to propose the model of evaluation process, but the evaluation as to the urgency of establishment is not only very complicated and fuzzy but also affected by the subjectivity of human. Therefore, fuzzy integral is adopted as the mathematical model of evaluation in which decision-maker can intervence by making decision considering the calculated membership-function. Four aspects, namely, the frequency of sea-casualities, the traffic volume, the frequency fuzzy day, and the complexity of waterway are selected as the item of evaluation, and the fuzzy measure are applied to the evaluation of 8 candidated regions such as the adjacent area to the port Inchen, Kunsan, Mokpo, Wando, Yosu, Pusan, Pohang, Donghae. As a result of evaluation, the priority as to the candidated regions is obtained, and the following prior execution regions, namely, the adjacent area to the port Pusan, Yosu, Mokpo & Wando are selected by considering the present situation, but, in the long run, the VTMS should be executed in the whole coast of the nation, through the cost-effectiveness analysis.

The amount of cargoes by cargo vessels has increased tremendously during the last decade due to the great growth of korea economy. But in spite of this trend, there is rarely the substantial analyzed on the operational status of coastal shipping. In this paper, the characteristics of seaborne cargo and traffic flow of coastal shipping surveyed in detail through the statistical and the origintain and destination (O.D) analysis. Also, the basic ship's tonnage of coastal shipping representing the minimum tonnage which is capable of carrying the given seaborne cargo is suggested through the computer simulation using the data of 1985 year. The results are as follows; 1) the about 80% of total coastal traffic volume is going in/out to the port of Incheon, Busan, Pohang, Samil, Bukpyung, Mukho, Samchuk, and Jeju. 2) The main cargo items such as oil, iron material, cement, anthracite grain, fertilizer, other ore are reached to the about 70% of total amount of coastal trade. 3) ship's tonnage going in/out to the port of Bukpyiung, Busan, Pohang is increasing linearly year by year, and the amount of oil, iron material, cement, anthracite, grain, fertilizer, other ore are also increasing in linear pattern. 4) As a result of simulation, the optimum (basic) ship's tonnage.

Generally, the development of shipping is characterized by the amount of traffic flow (traffic volume) and seaborne cargo in the sea. Movement of ships is an essential element of constructing the traffic flow which is represented the dynamic movement of ships in the sea, but on the other band the numbers of arriving and departing the port is the basic factor consisting of the static movement of ships. The amount of cargoes by coastal vessels and ocean trade vessels have increased tremendously with the great growth of the Korean economy these days. This increase of the seaborne cargoes has made the Korean coastal traffic flow so congested that this can be a cause of large pollution as well as great marine casualities such as a loss of human lives and properties . And also the future coastal traffic is expected to increase considerably according to our economic development and high dependence upon foreign trade. Under the circumstance, to devise the safety of coastal traffic flow and to take a proper step of a efficient navigation, there is a necessity for analyzing and surveying the coastal traffic trend and the characteristics of cargo movement. In order to grasp the dynamic movement of ships in the Korean coast, O/D analysis is executed. This paper aims to secure the basic data necessary for a comprehensive plan and estimation of vessel traffic management system for the enhancement of safety, order and efficiency of vessel traffic in the Korean coast. The analyzed results of the traffic flow and seaborne cargoes of the Korean coast are summarized as follows : 1) The congestion by the vessels occurred around the ports such as-in proportion of ship's number (proportion of tonnage) -Incheon 18.5%(14.8%), Pohang 5.9% (9.9%), Samil 5.2%(8.3%), Mokpo 8.6%(0.8%), Pusan 13.5%(36.4%), Ulsan 9.1%(16.2%). 2) It is found that the area adjacent to Incheon, Pusan, Ulsan, Channel of Hanryu and South-western area are heavily congested. 3) It is confirmed thatthe area adjacent to Incheon, Pusan, Ulsan, Channel of Hanryu and South-western area are heavily congested. 3) It is confirmed that the coastal vessels are main elements constituting the coastal traffic and that there are much traffic flow among five ports as following through the precise O/D analysis of ship's coastal movement. Incheon-Samil, Ulsan, Pusan, Jeju Pusan -Samil, Ulsan, Incheon, Jeju Pohang -Samil, Inchoen, Jeju Pohang -Samil, Incheon, Jeju Ulsan -Samil, Incheon, Jeju Samil -Ulsan, Pusan, Incheon 4) The amount of cargoes to abroad are in proportion about 81% of total and the amount of coastal cargoes are about 19%. Of those, cargoes in and out to Japan are about 26% and to South-east Asia are about 27%. 5) The chief items of foreign cargoes are oil(38.33%), iron ore(13.98%), bituminoous coal(12.74%), grain(8.02%), lumber(6.45%) in the import cargoes and steel material(21.96%), cement(17.16%), oil(6.81%), fertilizer(3.80%) in the export cargoes. 6) The 80.5% of total export cargoes and 92.4% of total import cargoes are flowed in five main ports. 7) The chief items of coastal cargoes are oil (42.45%), cement(16.86%), steel material (6.49%), anthracite(6.31%), mineral product(4.3%), grain, and fertilizer. Almost 92.24% of total import and export oil cargoes in Korea is loaded and unloaded at the port of Samil & Ulsan.