• Journal of Korean Ophthalmic Optics Society
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• v.15 no.1
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• pp.79-85
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• 2010

Purpose: We studied the relationship between subjective and objective deviating angle. Methods: Those who were diagnosed with strabismus among the patients who had no systemic diseases that fifty-one subjects (Male; 21, Female; 30) were measured between seven to sixty three years, evaluated to alternate cover test after AR/K (Canon RK-FI, Japan) and retinoscope measured refractive errors. Objective deviating angle was measured using prism bar; and subjective and objective deviating angles were measured and compared using the synoptophore. Results: For the correlation between subjective and objective deviating angles. The differences were $2.6{\pm}2.5{\Delta}$, between subjective deviating angle measured using synoptophore and objective deviating angles measured using synoptophore were $0.7{\pm}1.4{\Delta}$, the average with each other were $1.7{\pm}1.8{\Delta}$, with all the differences highly significant. Conclusions: We thought not only reduced angle of deviating errors and identified the significance in the correlation between subjective and objective deviating angles but also considered to be useful in determining deviating angle of patient with strabismus.

• Journal of Korean Ophthalmic Optics Society
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• v.15 no.4
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• pp.367-372
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• 2010

Purpose: The purpose of this study was to provide useful information for evaluating the sensory function of patients with strabismus by identifying the distribution of anomalous retinal correspondence (ARC) and normal retinal correspondence (NRC) by the degree of refractive errors and deviation angles. Methods: Objective refraction (AR/K, Cannon RK-F1, Japan) and subjective refraction tests were performed on 56 subjects (male: 26, female: 30) by an examiner; objective deviation angle was measured using synoptophore (OCULUS Synoptophore, Germany) with subject' eyes fully corrected for distance, and then subjective deviation angle was measured. Results: In all groups with refractive errors, the number of ARC was larger than that of NRC(67%). Particularly, it was largest in groups with myopia (71%), and in all groups, the number of UARC was larger than that of HARC. In groups with anisometropia, although the numbers of NRC and ARC were same, the number of UARC was larger than that of HARC as in other groups. In the distribution of NRC and ARC by deviation angle, the number of NRC was larger than that of ARC (46%) only at microstrabismus (0 ~ ${\pm}10{\triangle}$). Conclusions: Normal retinal correspondence were the most emmetropia in the retinal response were much higher than in the more hyperopia than the retinal correspondence were more myopia. In addition, the smaller the angle of retinal correspondence Normal over many, but overall, respectively.

• Journal of Navigation and Port Research
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• v.31 no.3 s.119
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• pp.223-228
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• 2007

In recent trends of the enlargement and specialization, container ship, LNCG, PCC and passenger ship which have relatively large hull and superstructure above the water line, are already being operated in the world It is very important information for the safety operation of these vessels to estimate the ship's performance under the specific wind condition while berthing, unberthing or low-speed sailing. In this paper, the effect of wind force and moment acting on the training ship HANNARA is investigated by using the numerical calculations. The results of drift angle and counter rudder angle with the relative wind direction and force, the critical wind velocity with the ratio of wind velocity and ship's speed and maximum heeling angle with the wind velocity are shown The presented results can be applied directly to T/S HANNARA in berthing maneuver and avoiding typhoons, and utilized as an educational materials.

• Journal of Navigation and Port Research
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• v.32 no.8
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• pp.597-602
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• 2008

T.S. HANBADA has a relatively large hull and superstructures above the water line, so she has much of leeway or turning of bow with the effect of winds. Especially on berthing, unberthing and/or sailing on low speed, these effects take place more significant. Therefore, it was carried out the numerical calculation of the wind force and moments acting on the T.S. HANBADA, and then calculated the leeway angle and counter rudder angle with the relative wind direction and velocity. Also, it was suggested the maximum wind velocity which could be berthed or unberthed used by bow thruster and the tugboat operations in strong winds. These results will be great helpful to the vessels with large superstructures on ship's handling in harbour or tugboat operations.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.2
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• pp.193-201
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• 2014

This study provided safe sailing speed and appropriate passing time to areas of known strong current water to prevent marine accident of the ships. To the interpretation of these data which target Myeongnyang waterway, AIS data of the ship was collected from $12^{th}$ July to $15^{th}$ July 2010 and site environment was investigated on $4^{th}$ September 2010. On the basis of the collected data, the 'Minimum Navigation Speed' and 'Optimum Navigation Speed' were calculated. It has also considered the 'Spare control force' or allowance and the 'Respond Rudder Angle' for each tidal current speed. Additionally, it suggested the safe passing time to strong current area by analyzing tidal level and tidal current speed. The conclusion of the research are as follows : (1) If the flow rate is greater than 4.4 kn, it is difficult for the model ship to control herself by her own steering power and to cope with tidal current pressure force and yaw moment caused by the tidal current.. (2) The minimum navigation speed should be over 2.3 times the tidal current and the optimum navigation speed should be over 4.0 times the tidal current. (3) When spring tide, the optimum passing time at Myeongnyang waterway is between 30 minutes to 1 hour before the time of high/low water, and at 5 hours after high/low water, passing of ships should be avoided because it is time when the flow rate is over 4 kn.

• Journal of the Korean Society of Marine Environment & Safety
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• v.30 no.4
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• pp.324-331
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• 2024

The height of large car and truck carriers from the keel to the wheel house is 44 ~ 46 m, and as the car-carriers increases in size, it exhibits the 'top heavy' characteristic, where the upper section is heavier than the lower section. This study aims to estimate the maximum outward heel angle of the Golden Ray car-carrier (G-ship) during turning maneuvers for accident investigation and the prevention of similar accidents. The theoretically calculated maximum outward heel is 7.5° (at 19 kn, rudder angle 35°) with a GM of +3.0 m or higher, and 16.7° with a GM of +1.85 m. Meanwhile the experimentally modified maximum outward heel is 10.5° (at 19 kn, rudder angle 35°) with a GM of +3.0 m or higher, and 23.3° with a GM of +1.85 m. The G-ship is maneuvered during an accident at a speed of 13 kn, at starboard rudder angle of 10° to 20°, it changes course from 038°(T) to 105°(T) based on the instructions of the on-board pilot. At this time, the maximum outward heel is estimated to be between 7.8° and 10.9° at the port side, which is 2.2 times higher than the normal outward heel. In the IS code, cargo ships are required to exhibit a minimum GoM of +0.15 m or more. The maneuvered G-ship exhibits a GoM of +1.72 m. It is not maneuvered because it fails to satisfy the international GoM criteria and because its GoM is insufficient to counteract the heeling moment during the maneuver. This study is performed based on accident-investigation results from the Korea Maritime Safety Tribunal and the USCG.

• Journal of Korean Ophthalmic Optics Society
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• v.6 no.2
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• pp.115-119
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• 2001

To research the refractive error of the eyes on the 30's employees, 510 eyes were tested by the object and subject methods. The results were as follows. 1. Among the 510 eyes, myopia is 74.4%, hyperopia is 0.9% and emmetropia is 24.7%, respectively. 2. In test, the low myopia (-0.50Dt < Spherical Equivalent ${\leq}$ -2.00Dt) is 24.1%, the middle myopia(-2.00Dt < Spherical Equivalent ${\leq}$ -6.00Dt) is 51.4%, the high myopia(-6.00Dt < Spherical Equivalent) is 14.8% and the low hyperopia(+0.50Dt < Spherical Equivalent ${\leq}$ +2.00Dt) is 1.2%, respectively. 3. In test of astigmatism, the amount of astigmatism with-the rule is 58.5%, the amount of astigmatism against-the rule is 22.6% and the amount of astigmatism with oblique is 18.9%, respectively.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.04a
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• pp.311-316
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• 2004

In order to secure the traffic safety especially in the entrance waterway of harbour, it is important that the breakwater and the port facilities should be designed properly considering ship-handling difficulty and traffic flow. In this study, the lateral force acting on ship hull under the external force(wind, current, wave) is investigated quantitatively for the container ship approaching to the Busan and Gamcheon breakwater. The relation of ship-handling difficulty to the breakwater and the arrangement of ship's routine are examined based on the lateral force under the external force. Some of reviews to secure traffic safety on the design of breakwater are discussed.

• Journal of Navigation and Port Research
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• v.29 no.1 s.97
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• pp.1-7
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• 2005

In order to secure the traffic safety especially in the entrance waterway of harbour, it is important that the breakwater and the port facilities should be designed properly considering ship-handling difficulty and traffic flow. In this study, the lateral force acting on ship hull under the external force(wind, current, wave) is investigated quantitatively for the container ship approaching to the Busan and Gamcheon breakwater. The relation of ship-handling difficulty to the breakwater and the arrangement of ship's routine are examined based on the lateral force under the external force. Some of reviews to secure traffic safety on the design of breakwater are discussed.