매립지는 도심부 혹은 내륙지역과는 달리 독특한 지형적 자연환경 특성을 가지고 있으며 내륙지역에 비해 낫은 기온, 강한 바람, 과다한 일사조건, 해염을 포함한 습기라는 기후적 악조건을 가지고 있다. 따라서 워터프런트를 개발할 경우는 매립에 따른 기후환경 특성을 상세하게 파악하여 적합한 개발 및 체계적인 유지관리가 필요하다. 워터프런트의 지형적, 기후적 특성을 충분히 검토하지 않고 개발을 추진한 경우 기후환경의 악화와 더불어 시설의 하자발생 및 부정확한 설비용량 산정에 따른 에너지비용 및 유지관리비용의 상승이 초래될 수 있다. 본 연구에서는 현재 매립ㆍ개발이 진행되고 있는 부산 신항만지역의 환경친화적 에너지 수급계획을 위하여 신항만지역의 표준기상데이터를 작성하고, 이를 바탕으로 현재 계획되어 있는 상업ㆍ업무시설과 주거시설을 대상으로 동적 최대 열부하계산을 실시하여 신항만지역 배후도시의 설비용량 산정을 위한 기초자료를 제시하였다.

The PM10 concentration and chemical composition in an western area of Busan were surveyed between March, 2001 and February, 2002. The mean concentration was 98.2 ㎍/㎥ with a range of 18.1 to 330.6 ㎍/㎥. The magnitude of metallic elements in PM10 is as follows in decreasing order: K>Ca>Na>Al>Fe. The mean values of crustal enrichment factors for four elements (Cd, Ni, Pb and Zn) were all higher than 10, which presumably resulted from the effect of anthropogenic origin. Moreover, the wintertime values were higher than springtime and summertime values, possibly due to emissions westerly transported from industries around this area. The contribution of soil particle to airborne particle in the study area was estimated to be 9.5%.

The purpose of this study is to estimate the air quality of subway stations having underground platforms in Busan Metropolitan City, from September to November 2000, over seven times. The places of the investigation include Yonsan-dong station, Somyon station, Busan station, Nampo-dong station, and Dusil station. Samplings were conducted at three points in each station, i.e. gates, ticket gates, and platforms. CO, NO, NO2, and O3 were the main components of air for this analysis. In order to more fully understand station environments, we also measured an air temperature at each point. The results showed that the O3 average concentration of Yonsan-dong station was higher than others with 38～51ppb. The average concentration of NO was high at the ticket gate and platform at Somyon station (119ppb, 122ppb) and Nampo-dong station (102ppb, 100ppb). These results show that the air pollution of stations with underground shopping malls were higher than others. At Somyon station having a junction station, NO and NO2 concentration levels of platform-2 (noncrowded) were higher than platform-1 (crowded). This is most likely due to the accumulation of air pollutants and inadequate ventilation systems. To find the relationship of the indoor (platform) and outdoor (gate), we analyzed the I/O ratio. The averages of CO and O3 were both higher than one: 1.16 and 1.82, respectively. In the correlations between each material and the others, NO vs NO2 was the highest with R=0.63. In the correlations between indoor and outdoor, O3 was the highest with R=0.64.

워터프린트는 도심 및 내륙지역과는 다른 독특한 기후특성을 가지고 있으며 이를 고려하지 않고 개발할 경우 시설물의 하자발생, 에너지 및 유지관리비용의 상승을 초래하게 됨은 물론 배후지, 도시기후에 악영향을 미치게 된다. 본 연구는 부산지역의 10개 기상관측지점을 해안선에서 거리에 따라 워터프린트 및 내륙지역으로 분류하고 5년 간의 기상데이터를 이용하여 워터프런트의 기후특성에 대해 검토한다. 또 한 워터프런트 지역임에도 내륙지역과 유사한 기후특성이 나타나고 있는 대연지점을 대상으로 기후특성변화의 원인에 대해 검토한다.

The purpose of this study is designed to estimate the air quality of subway stations that have the underground platforms in Pusan Metropolitan City, from September to November 2000, over seventimes. The subjects include Yonsan-dong station, Somyon station, Pusan station, Nampo-dong station, and Tushil station. The samplings were conducted at three points of each station, i.e. gates, ticket gates, and platforms. The major materials for analysis were CO, NO, NO2, and O3. The experiment was conducted at 7:00 pm with KIMOTO HS-7 Handy sampler and Tedlar Bag of SKC INC(U.S.A). In order to more fully understand station environments, we also measured temperature at each point. The results showed that O3 average concentration at Yonsan-dong station was higher than others with 38～51 ppb. The average concentration of NO was high at ticket gate and platform at Somyon station(119 ppb, 122 ppb), Nampo-dong station(102 ppb, 100 ppb). These results show that the air pollution of stations with underground shopping malls was higher than others. At Somyon station having a junction station, NO and NO2 concentration level of platform-2(noncrowded) was higher than platform-1(crowded). This is most likely due to the accumulation of air pollutants and inadequate ventilation systems.

As potential of oil spill accident in Busan area is growing with an increase of trade and marine traffic, it become important to provide a realistic and practical response plan to address spilled oil effectively. The authors make a most probable scenario of spill accident to investigate an seasonal applicable response techniques. As a result, it is found that mechanical recovery and/or shoreline clean-up operation are required at the eastern shore of Taejongdae in spring and autumn. In summer, since spilled oil moves and contaminates a lot of sensitive areas in Suyeong Bay, a prompt action is required to mechanically contain and recover as much oil at sea surface as possible, at the same time shoreline counter-measures are commenced. In winter with off-shore wind, no action will be required because there is no risk of oil migration to shore. In addition to mechanical recovery and shoreline clean-up, the use of concentrate dispersant can be an primary option especially in spring and autumn as there is less possibilities to contaminate sensitive areas and sufficient deep waters. However, special care is taken to select response options according to the weather condition at the time of spill.

The vertical structure of atmosphere was observed to investigate the variation of surface ozone concentration by vertical downward mixing of residual ozone in the atmospheric boundary layer at the Busan coastal area. Airsonde and pilot balloon measurements were made at Gamcheondong and the Kimhae airport for April 26∼27, 1996. The vertical profile of potential temperature showed a residual layer between 510m and 1800m from 2100LST April 26 to 0900LST April 27. The downward mixing of ozone in the residual layer of the atmospheric boundary layer was confirmed from vertical profile of mixing ratio near 600m in the morning. The thickness of the sea breeze layer was 900m at 1500LST April 26. Thereafter, it become to be lowered with time. A low level jet was measured near 900m at 0300LST on April 27 from a pibal measurement. Early morning sharp increase of surface ozone concentration at the Busan coastal area was caused by vertical downward mixing of ozone concentration rather than by photochemical reaction in the atmospheric boundary layer.