• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.44 no.3
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• pp.229-238
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• 2008

This paper describes on the consolidation of AIS and ARPA radar positions by comparing the AIS and ARPA radar information for the tracked ship targets using a PC-based ECDIS in Busan harbor, Korea. The information of AIS and ARPA radar target was acquired independently, and the tracking parameters such as ship's position, COG, SOG, gyro heading, rate of turn, CPA, TCPA, ship s name and MMSI etc. were displayed automatically on the chart of a PC-based ECDIS with radar overlay and ARPA tracking. The ARPA tracking information obtained from the observed radar images of the target ship was compared with the AIS information received from the same vessel to investigate the difference in the position and movement behavior between AIS and ARPA tracked target ships. For the ARPA radar and AIS targets to be consolidated, the differences in range, speed, course, bearing and distance between their targets were estimated to obtain a clear standards for the consolidation of ARPA radar and AIS targets. The average differences between their ranges, their speeds and their courses were 2.06% of the average range, -0.11 knots with the averaged SOG of 11.62 knots, and $0.02^{\circ}$ with the averaged COG of $37.2^{\circ}$, respectively. The average differences between their bearings and between their positions were $-1.29^{\circ}$ and 68.8m, respectively. From these results, we concluded that if the ROT, COG, SOG, and HDG informations are correct, the AIS system can be improved the prediction of a target ship's path and the OOW(Officer of Watch) s ability to anticipate a traffic situation more accurately.

• Journal of the Korean Society of Costume
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• v.62 no.2
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• pp.1-12
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• 2012

Cloths wrapped around the body have been the basis of the dress of people all over the world for centuries. This study is to research detailed modifiable fashion styling methods in history and to give ideas to people such as fashion professionals who are interested in fashion styling so that they can create modifiable fashion styling easily in fashion fields. The characteristics of modifiable fashion styling methods from ancient to middle ages are as follows. The first modifiable styling method is to expose the knots on the surface of the garments, and the knots were mainly located on the upper part of the body. The second method is a wrapping type of the modifiable styling method, which shows a lot of variant simple shapes of cloths. This method helped develop many wrapping methods over time. The third way is the fixed type of the modifiable styling method, and it uses accessories such as fibulae, belts to fix cloths, to create many different styles. The accessories are located on around either the neck or waist. The fourth method is the composite type of the modifiable styling methods mentioned above. This styling method is adapted in robe type clothes which makes the clothes look full of beautiful drapery. This study suggests that simple shapes of cloths can create enormous amount of styling which can be easily adapted and created nowadays.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.7
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• pp.965-971
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• 2017

The primary objective of this study was to assess the energy efficiency performance of an optimized hull form capable of saving energy based on existing vessels. The bow shape of existing vessels was investigated, giving consideration to design draft and speed. Resistance performances were also assessed for existing vessels according to operating conditions. Commercial CFD codes and model test materials were used to assess effective power. An optimized hull form with minimum resistance was selected given real operating conditions. The effective horsepower of existing and optimized vessels was estimated at three speeds. Resistance performance for an optimized vessel showed a 6 % improvement in effective horsepower at design speed (12 knots) compared to existing vessels. Quasi-propulsive efficiency employed experimental data, while energy efficiency performance was analyzed based on operating days, bunker fuel oil C cost, daily fuel oil consumption and specific fuel oil consumption. Energy efficiency performance for an optimized vessel showed a gain of 30 million won per year in reduced costs at design speed (12 knots) compared to existing vessels.

• Journal of the Korean Society of Marine Environment & Safety
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• v.17 no.2
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• pp.161-166
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• 2011

In this study, design of hull and test of model boat were carried out with electric propulsion small boat driven by photo-voltaic energy. The shape of boat was made with catamaran type by considering the ship's stability, the light-receiving area from solar. According to calculation, when speed of model boat is 5 knots, it was estimated the available power for propulsion with 1.1[hp]. However, the natural energy such as solar energy is strictly dependent upon the climate conditions so the real boat speed is slightly lower than the estimated value.

• Journal of Daesoon Thought and the Religions of East Asia
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• v.1 no.1
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• pp.103-125
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• 2021

This paper deals with figurative meanings of Haewon-sangsaeng. It is an investigation which is both semantic and diachronic. In the first part, important implications of sangsaeng (or xiangsheng in Chinese) in the context of correlative cosmology are extensively explored. Among others, saeng (in Chinese sheng) as a powerful metaphor and its related Chinese compounds are broadly discussed. In the second part, the evolution of ideas of yuan (or won in Korean) in Chinese history is explicated. Above all, in the traditional Chinese cultural milieu, wrongful treatments which make victims feel themselves aggrieved are socio-politically orientated. The Scripture on Great Peace (Taiping Jing) is used as reference point to elucidate the essential points of yuan and its knots. However, the advent of Buddhism in East Asia adds a new dimension to the understanding of yuan (won). Accumulated yuan as karmic bond thus gives a new identity of yuan as predetermined animosity. Widely recognized idioms like "adverse relatives and karmic debtors" and indigenous Chinese Buddhist rituals like Repentance Ritual of the Emperor Liang bear witness to this transformation of the meaning of yuan in East Asia. The fruitful yet correlated meanings of yuan also make the endeavor of untying yuan deeply significant and important to human society. Haewon-sangsaeng, as a religio-ethical ideal, brings out an amicable and harmonious relationship among myriad beings in the cosmos.

• Journal of Ocean Engineering and Technology
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• v.33 no.1
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• pp.1-9
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• 2019

This paper considers a numerical assessment of the self-propulsion performance of a damaged ferry carrying cars in irregular waves. Computational fluid dynamics(CFD) simulations were performed to see whether the ferry complied with the Safe Return to Port (SRtP) regulations of Lloyd's register, which require that damaged passenger ships should be able to return to port with a speed of 6 knots (3.09 m/s) in Beaufort 8 sea conditions. Two situations were considered for the damaged conditions, i.e., 1) the portside propeller was blocked but the engine room was not flooded and 2) the portside propeller was blocked and one engine room was flooded. The self-propulsion results for the car ferry in intact condition and in the damaged conditions were assessed as follows. First, we validated that the portside propeller was blocked in calm water based on the available experimental results provided by KRISO. The active thrust of starboard propeller with the portside propeller blocked was calculated in Beaufort 8 sea conditions, and the results were compared with the experimental results provided by MARIN, and there was reasonable agreement. The thrust provided by the propeller and the brake horsepower (BHP) with one engine room flooded were compared with the values when the engine room was not flooded. The numerical results were compared with the maximum thrust of the propeller and the maximum brake horse power of the engine to determine whether the damaged car ferry could attain a speed of 6 knots(3.09 m/s).

• Korean Journal of Computational Design and Engineering
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• v.11 no.1
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• pp.1-10
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• 2006

This paper addresses B-spline curve approximation of a set of ordered points to a specified toterance. The important issue in this problem is to reduce the number of control points while keeping the desired accuracy in the resulting B-spline curve. In this paper we propose a new method for error-bounded B-spline curve approximation based on adaptive selection of dominant points. The method first selects from the given points initial dominant points that govern the overall shape of the point set. It then computes a knot vector using the dominant points and performs B-spline curve fitting to all the given points. If the fitted B-spline curve cannot approximate the points within the tolerance, the method selects more points as dominant points and repeats the curve fitting process. The knots are determined in each step by averaging the parameters of the dominant points. The resulting curve is a piecewise B-spline curve of order (degree+1) p with $C^{(p-2)}$ continuity at each knot. The shape index of a point set is introduced to facilitate the dominant point selection during the iterative curve fitting process. Compared with previous methods for error-bounded B-spline curve approximation, the proposed method requires much less control points to approximate the given point set with the desired shape fidelity. Some experimental results demonstrate its usefulness and quality.

• Journal of the Korean Society of Manufacturing Technology Engineers
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• v.25 no.1
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• pp.42-47
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• 2016

This paper presents the development of a floating outboard type of compact water jet propulsion system. The planning case of the water jet system is developed by performing precision processing after manufacturing FRP (Fiber Reinforced Plastics) from plug mold casting. This system is composed of an intake, impeller, diffuser, reverse bucket, and main shaft. In addition, a rebuilt engine was applied through marine engineering. The water jet propulsion system performance was verified to discharge a maximum $0.29m^3/s$ of flow rate and 37 m/s of flow velocity in a test pool on land. A field test was performed by installing the water jet propulsion device on board a ship that was tested off the coast of Korea. The weight of the hull, engine, and other equipment was approximately 1.2 tons, and the sailing speed was a maximum 22 knots at 3,600 rpm.

• Journal of the Society of Naval Architects of Korea
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• v.42 no.1 s.139
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• pp.1-9
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• 2005

Waterjet propulsion is widely used to thrust high speed marine vessels in excess of 30-35 knots by virtue of the high propulsive efficiency, good maneuverability, and less cavitation. From the aspect of power loss, approximately $7-9\%$ of the total power is lost in intake duct due to the flow separation, nonuniformity, etc. Thus, detail understanding of flow phenomena occurring within intake duct is essential to reduce the power loss, as well as noise and vibration. The present work solved 30 incompressible RANS equations to provide complicated viscous flow features of intake duct. The numerical results were compared with experiments and good agreements were obtained for three jet velocity ratios.

• The Korean Journal of Pain
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• v.1 no.2
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• pp.199-202
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• 1988

Secure fixation is essential for continous epidural catheterization on a long-term-basis. Adhesive tape or surgical knots were commonly used for those patients, but the surgical knot method has a tendency to cause strangulation of catheter. Another invasive technique, subcutaneous tissue tunnelling is more safe than other methods but requires sophisticated technique and time. We employed a simple device using a blood transfusion set for patients who have epidural catheters placed safely un their backs. In 120 patients treated for postoperative and chronic pain by means of this technique, the results were as follows: 1) Five of 120 patients (4.2%) developed backache and pruritus, but there were no instances of respiratory depression, local infection and headache. 2) Nine of 120 patients (7.5%) failed booster-injections, but two cases were due to be non-technical errors. 3) The duration of fixation was 1~3 days in most cases (85%), the longest being for 21 days.