It can be a real challenge to construct the ambient noise modeling among the harbors of very frequent shipping. Therefore, in these harbors, a great amount of resource has to be utilized for precisely control the ambient noise occurring parameters. In this study, the underwater measuring skill is adapted to collect the ambient noise raw data among the first harbor area of Kaohsiung Harbor and the sound intensity of various ships as well. Besides, the signal processing skill is also conducted for ship tracing experiment. The harbor ambient noise mainly comes from ships. Thus, the understanding of ship activity and their different sound intensity can be a great help to construct the ambient noise modeling. The results of this study indicate¡GShips outside the harbor create more low-frequency noise than those inside the harbor.Waves inside the harbor create more middle-frequency noise than those outside the harbor.In the harbor, those ships with onboard electricity create more noise and there is less noise around the wharfs without any ships. In the part of ship noise study, the intensity is usually correlated with ship types, displacement, ship speed, primary engine and auxiliary engine, etc. However, only two ship types, small and large ships, are categorized in this study. Small ships can be operated easily with the most power outcome, which can create the sound intensity of 155 to 165 dB in average. On the contrary, large ships are usually limited within their operating range and can not move with the most power outcome under the security consideration. Therefore, the sound intensity of large ships is measured between 169 to 177 dB. In the ship tracing experiment, operations are the basis for constructing the harbor ambient noise model.

This study was initiated to overview the sediment contaminant monitoring data of Kaohsiung Harbour areas collected between 92-97 for assessing the discharge sources of pollution and manipulating the effective management on the dredging of sediment. The harbour areas are surrounded with major industry and become the receiving sites with sewages from the populated city besides the shipping activities. These have impacted the harbour environment and its development for competing against other world shipping harbours. The present research intends to evaluate the proper strategy for dealing with the reduction of pollution source to prevent from further complicated environmental impacts. Approaches for the data assessment include the distribution of heavy metal concentration and its types of contaminants associated the discharge of industrial sources. A total of 20 monitoring stations were examined for the interrelation of metals. The Principal Component Analysis (PCA) of heavy metals in sediment result shows specific site related contaminant point sources and the localization of pollution at the enclosed areas. Lowest contaminant concentrations were observed at the exit of harbour, area A. The B Area including the estuary of Love River, between Love River and the fifth ship irrigation ditch, and the fifth ship irrigation ditch, dominated the highest element concentrations of Hg, Cd, Pb, Zn, As, Al. The C area, including the former town river to the sea, had highest Cr concentration.The sources of pollution are related to electrical plating, metal polishing factory, leather industries and other industrial production. The D area including the heavy industries i.e., Taiwan Ship Building, Taiwan Steel Manufacturing, Ta-Lin Power Station and the major shipping channel, had the highest Cu concentrations. Similarly the E area as the A area, located at the end exit of harbour, had the lowest metal concentrations. These two areas are more subjected to the tide flow than the other survey stations (B, C, D areas) which have the highest contaminant concentrations. Although the harbour authority has carried out the dredging and monitoring annually, there is no enforcement on regulating the discharge of contaminants from the surrounding industrial sites or the lack of the appropriate strategy of pollution reduction for incorporating with the clean up program. This is owing to the non unified authorization between the municipality and harbour bureau. The present study suggests that four steps are needed to cope with harbour sediment contamination to achieve the sustainable harbour development; 1. appropriate pollution reduction program, 2.long term environmental monitoring, 3.an unified authority and 4.a sediment management strategy with proper guidelines to prevent from land based pollution source discharge.

Kaohsiung harbor is the biggest one in Taiwan. Many previous researches revealed that the pollution of organotin was usually serious in harbors. TBT contained in the antifouling paint of vessels would release into the seawater and contaminate the harbor area. In this study, shrimps (Acetes intermedius) and water samples were collected from Xinbin wharf and the second port entrance in Kaohsiung harbor. After pretreatment, ethylated with sodium tetraethylborate and extracted by hexanes, contents of organotin compounds were analyzed by GC-FPD. The results showed that TBT and DBT were the predominant organotin species in Kaohsiung harbor. In seawater, the concentration of DBT ( 98-257 ng/L ) was higher than TBT ( 17-133 ng/L). In shrimps, the concentration of TBT ( 228-480 ng/g ) was higher than DBT ( 98-257 ng/g). The concentration of TBT in shrimps decreased with the increased wet weight. There was no significant variation for the organotin concentrations in the shrimp samples collected from the second port entrance during the period from September 2002 to May 2003. The bioconcentration factor (BCF) of TBT ranged between 6700-17900. The organotin concentrations in shrimps collected from Xinbin wharf also showed no significant variation from August 2002 to May 2003. The BCF values of TBT were between 2200-8300. The ability of shrimps to concentrate organotin compounds was between that of fishes and neogastropods. There were significant differences for the organotin concentrations in shrimps sampled from different sampling area. The shrimps sampled from Kaohsiung harbor were significantly higher in organotin concentration than Tungkang. According to the risk assessment, shrimps from Tungkang were much lower than the tolerable daily intake, however, the shrimps from Kaohsiung harbor were well beyond the dangerous level . In order to understand the toxicity of organotin compounds to the shrimps, experiments on acute toxicity test were conducted. The 72-h LC50 of TBT was 47£gg/L. After toxicity test, live shrimps which were exposed to organotin for 72 hours were assayed. The concentration of TBT in shrimps increased with the exposure concentrations. DBT which was the degradation product of TBT also showed the same trend. The 72-h LC50 of DBT was 225£gg/L. After toxicity test period, the concentration of DBT and its metabolite MBT in shrimps also increased with the increased exposure concentrations. The accumulation rate of the shrimps at 30£gg/L TBT was 17ng/g-h and the elimination rate was 8.8 ng/g-h. The accumulation rate of the shrimps at 100£gg/L DBT was 12 ng/g-h and the elimination rate was 4.2 ng/g-h.

Polycyclic aromatic hydrocarbons (PAHs) and polychlorinated biphenyls (PCBs) are persistent, ubiquitous, and toxic organic contaminants in coastal sediments. Being hydrophobic in water column, PAHs and PCBs tend to sorb rapidly on particles and eventually accumulate in sediments. Re-suspension of fine or low-density particles from the surface sediment would lead to release of the pollutants bound in sediment particles into water column. This study was to evaluate the potential of remobilization of sediment-bound pollutants into harbor water column by measuring the concentrations and compositions of PAHs and PCBs in different particle size (size fraction: 1000, 500, 250, 125 and 63 £gm) and the different density fractions (density: > 2.15, < 2.15 g/cm3) in the Kaohsiung Harbor area. The total PAH concentrations obtained from the sediments of Kaohsiung sub-channel (KH1) is higher than those of Shang-Zhu-Li fishing ferry (KH2), but it presents the opposite situation in total PCB concentrations. Total PAH concentrations are 3400 and 1700 (ng/g dw) and total PCB concentrations are 103 and 141 (ng/g dw) at sites of KH1 and KH2. PAH and PCB concentrations in the low-density fraction sediment made up more than 91% and 87% of the total concentration of the bulk sediment, respectively; while low-density fraction sediment made up only 4.3 to 7.7% of the bulk sediment in dry weight. According to the chemical fingerprinting, PAH source of Kaohsiung sub-channel (KH1) is from pyrogenic which might be from the diesel oil burning of shipping activities and containerized traffic. But the PAH sources in Shang-Zhu-Li fishing ferry (KH2) were from the combustion of coal and petroleum, which is possibly from iron and steel plant and the power plant nearby. The Toxic equivalents (TEQ) of dioxin-like PCBs in low and high-density fraction sediments were ranged from 1.1-7.6 pg-TEQ/g and 8.9-1500 pg-TEQ/g, respectively. Based on the Sediment Quality Guidelines (SQGs), only few PAH concentrations in the high-density fraction sediments were higher than the TEL value, while most of PAH concentrations in the low-density fraction sediments ranged between ERL and ERM values. This suggests the low-density sediment particles possessed higher potential of adverse effects to organisms in the aquatic environment.

The sea transport is a foundation of world¡¦s development that has driven the development of industrialization at the surrounding area of the port. However, the excessive use and development have caused the port environments of a lot of countries to face the awkward situation of great pollution. The harbor of Kaohsiung is one of Taiwan¡¦s large international commercial ports, while becoming Asian-Pacific Operation Centre, but it is facing the challenge for being a port in achieving the sustainable industrialization as well as a clean environmental harbor city. The present research is initiated to collect the data information of international major ports on their organization related to environmental protection measures in achieving their targets to develop the Green port and Eco-port. These consists of the methodology development and strategy on fulfilling the green policy of the environmental obligation and building the goal of sustainable environment to reduce the impact of environment, life and ecology owning to the development of port. The case studies include long beach and Los Angeles of USA, Hong Kong, Amsterdam and Rotterdam of Holland, Yokohama and Osaka of Japan, Tianjin of China. Our objective is to summing up and analyzing these case studies for suggestions that can provide the direction to Kaohsiung plan to become a Green port and Eco-port. Comparing to Marine Environmental Protection Committee (MEPC) guidelines on demanding the continuously decrease of the sulfurous content of fuels to prevent port environment from more pollution, Taiwan government is lack of stipulating policies about the environmental measures for the port, but blindly pursuing economic growth and unlimitedly to enlarge the ships. These cause the deterioration of environment to an irreversible situation. For the long-term development of the harbor, Taiwan government should take advantage of IT to improve the service-quality, integrate the harbor and regenerate the river bank for achieving the goal of coexistence between development and conservation in order to reform the port of Kaohsiung to be the first Green Harbor in Taiwan.

Thesis (Ph. D.)--University of Hong Kong, 2001. / Includes bibliographical references (leaves 426-447) and index.

Thesis (Ph. D.)--Oregon State University, 1987. / Bibliography: leaves 153-177. Also available on the World Wide Web.

Thesis (M. Sc.)--University of Hong Kong, 2000. / Includes bibliographical references.

Thesis (M.Sc.) -- Memorial University of Newfoundland, 1984. / Bibliography : leaves 86-90. Also available online.

Thesis (M. Sc.), Memorial University of Newfoundland, 1998. / Bibliography: leaves 93-106.