• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.1
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• pp.33-39
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• 2017

This study identified a candidate area and route for construction of a hub & spork system for coastal passenger ships. For this purpose, the characteristics of the hierarchy structure of other transportation and the operating system of coastal passenger ships were analyzed. Evaluation factors for selecting alternative areas and routes for the construction project were then extracted. Secondly, the relative importance of these evaluation factors for alternative routes were calculated using the Analytic Hierarchy Process (AHP) method. Finally, the importance of these evaluation items and quality of the alternative areas and routes were considered to select a primary candidate area and route. Therefore, four evaluation items such as the number of passenger-ship routes, the number of passengers, the number of cars, and the number of residences were extracted, and the Mokpo area was selected as the target area. In addition, four evaluation items such as he number of islanders, the number of local governments, geographical conditions and passenger ship operators were extracted, and the Yeonggwang route was selected as priority candidates for this construction project. Meanwhile, for the expansive implementation, step-by-step promotion is needed along with the expansion of terminal facilities, the securing of large ships, and the introduction of a semi-public system for coastal passenger ships.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.23 no.4
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• pp.313-325
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• 2011

Finite element grid system using h-refinement on the Yellow Sea was constructed based on previous study (Suh, 1999b) from 14 K to 210 K and special attention was concentrated on refining the coastal zone. In grid generation, depth change between adjacent points and non-dimensional tidal wave length ratio were considered. As a result approximately a quarter of the total nodes are located nearby 5 m of shallow area. Accurate bathymetry data using 30's and ETOPO1 with open boundary conditions of 8 major tidal constituents extracted automatically from FES2004 have been applied. In tidal simulation a 3-dimensional nonlinear harmonic model was setup and tidal amplification due to changes in vertical turbulent and bottom friction were simulated. In this study not only 8 major tidal constituents but also nonlinear shallow tides $M_4,$, $MS_4$ and long period $M_f,$, $M_{sf}$ were reproduced. It is found that implication of spatial variation of friction coefficient plays a very important role in reproduction of astronomical and shallow tides which are computed by iterative computation of nonlinear terms. Also it should be considered differently with respect to tidal periods. To understand the distribution of tidal asymmetry, amplitude ratio of $M_4/M_2$ and phase differences $2g(M_2)-g(M_4)$ were calculated. Tidal distortion ratio marks up to 0.2 on the west coast showing shallow coastal characteristics and somewhat wide range of ebb-dominances in front of Mokpo area are reproduced.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.2
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• pp.211-218
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• 2021

This paper addressed the problems of controlling the coupled pitch-roll motions in a marine vessel exposed to the regular waves in the longitudinal and transversal directions. Stabilization of the pitch and roll motions can be regarded as the essential task to ensure the safety of a ship's navigation. One of the important features in the pitch-roll motions is the resonance phenomena, which result in unexpected large responses in terms of pitch and roll modes in some specific conditions. Besides, owing to its inherent characteristics of coupled combination and nonlinearity of restoring terms, the vessel shows various dynamical behaviors according to the system parameters, especially in the pitch responses. Above all, it can be seen that suppression of pitch rate remains the most significant challenge to overcome for ship maneuvering safety studies. To secure the stable upright condition, a quasi-sliding mode control scheme is employed to reduce the undesirable pitch and roll responses as well as chattering elimination. The Lyapunov theory is adopted to guarantee the closed stability of the pitch-roll system. Numerical simulations demonstrate the effectiveness of the control scheme. Finally, the control goals of state convergences and chattering reduction are effectively realized through the proposed control synthesis.

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.303-312
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• 2022

Bridges across waterways act as interference factors, that reduce the navigable water area from the perspective of navigation safety. To analyze the safety navigational width of ships navigating bridges across waterways, the optimal traffic distribution based on AIS data was investigated, and ships were classified according to size through k-means clustering. As a result of the goodness-of-fit analysis of the clustered data, the lognormal distribution was found to be close to the optimal distribution for Incheon Bridge and Busan Harbor Bridge. Also, the normal distributions for Mokpo Bridge and Machang Bridge were analyzed. Based on the lognormal and normal distribution, the analysis results assumed that the safe passage range of the vessel was 95% of the confidence interval, As a result, regarding the Incheon Bridge, the difference between the normal distribution and the lognormal distribution was the largest, at 64m to 98m. The minimum difference was 10m, which was revealed for Machang Bridge. Accordingly, regarding Incheon Bridge, it was analyzed that it is more appropriate to present a safety width of traffic by assuming a lognormal distribution, rather than suggesting a safety navigation width by assuming a normal distribution. Regarding other bridges, it was analyzed that similar results could be obtained using any of the two distributions, because of the similarity in width between the normal and lognormal distributions. Based on the above results, it is judged that if a safe navigational range is presented, it will contribute to the safe operation of ships as well as the prevention of accidents.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.5
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• pp.764-772
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• 2022

The shipping and port industries have traditionally been male-centered, and although the scope of entry for female mariners is increasing, the proportion of female workers is still low. However, research on career barriers and career decision levels in this industry has not yet been conducted. This study can explain the dif iculties in career development experienced by women in this industry and comprehensively explain the socio-cultural context or environmental factors to which the individual belongs in order to improve it. The purpose of this study was to derive career barrier factors and investigate how they affect career decision levels among female students enrolled in M University's Maritime College. The career barriers perceived by female students at Maritime College were derived from gender discrimination (GD), career undecided and lack of preparation (IOU), work-family conflict (WFC), lack of individual characteristics (LPQ), and lower-than-expected job prospects (LOE). As a result of analyzing how the derived career barrier factors af ect the career decision level, it was found that IOU had a significant negative effect on the career decision level. GD, WFC, LPQ, and LOE did not have a significant effect on career decision level. The study conclusions can be used as important data for career guidance and counseling for female maritime college women who want to overcome career barriers and improve their career decision-making levels.

• Korea Trade Review
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• v.48 no.4
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• pp.23-45
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• 2023

This study aims to investigate the relationship between institutional distance and FDI and focuses on China's outward FDI. The institutional distance between China and the host country is measured using the institutional quality published by the World Bank. This study collects panel data from 50 countries in which China invested from 2008 to 2019 and use the panel GLS methodology to examine the factors affecting outward FDI through three models. First, this study examines the impact of the absolute value of institutional distance on China's OFDI across all countries in which China invests. Second, this study divides countries with positive and negative institutional distance to China into two groups and examine the relationship between institutional distance and OFDI in each group. Finally, this study examines the non-linear relationship between institutional distance and OFDI from China. To test this, this study adds the squared term of institutional distance to the model. The results of the analysis are as follows Institutional distance is positively related to China's OFDI. The relationship between institutional distance and OFDI is inverted U-shaped in the group of host countries with relatively higher institutional quality than China, but positive in the group of low-quality host countries. In addition, China's OFDI is affected by a combination of institutional and economic factors. The results of this study have implications not only for FDI host countries but also for MNCs' choice of FDI destinations.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.23 no.2
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• pp.8-8
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• 1987

This paper describes on the distribution of the vibration and the noise produced on a skipjack pole and line training ship M/S Pusan 403 (243GT, 1,000ps) under the cruising or drifting condition. The vibration and the noise level were measured by use of protable vibration analyzer (B and K 3513) and sound level meter (B and K 2205), and so the vibration level was converted into dB unit. The check points were set through every decks and around important places of the ship. The results obtained can be summarized as follows: 1. The vibration and the noise level 1) On the main deck, both the vibration and the noise level were highest at the vertically above the main engine, whereas the vibration level was the lowest in the bow store and the noise level beneath the bridge. 2) Under cruising condition, the vibration level around the cylinder head of main engine, port side of the engine room, on the shaft tunnel was 80, 67, 65 dB and the noise level 104, 87, 86 dB, respectively. 3) The vibration level on the vertical line passing through the bridge was the highest at the orlop deck with 60 dB and the lowest on the bridge deck with 55 dB, whereas the noise level the highest at the compass deck with 75 dB and the lowest at the orlop deck with 53 dB. 4) The vibration and the noise level on the open decks were the highest with 65 dB and 84 dB on the boat deck, whereas the vibration level was the lowest at the lecture room with 51 dB and the noise level the lowest at the fore castle deck with 57 dB. 5) On the orlop decks, both the vibration and the noise level were the highest at the engine room with 65 dB and 85 dB, and the lowest at bow store with 54 dB and 52 dB, respectively. Comparing with the vibration level and the noise level, the vibration level was higher than the noise level in the bow part and it was contrary in the stern part of the ship. 2. Vibration analysis 1) The vibration displacement and the vibration velocity were the greatest at the cylinder head of main engine with 100μm and 11mm/sec, and were the smallest at the compass deck with 3μm and 0.07mm/sec. They were also attenuated rapidly around the frequency of 100Hz and over. 2) The vibration acceleration was the greatest at the cylinder head with the main frequency of 1KHz and the acceleration of 1.1mm/sec super(2), and the smallest at the compass deck with 30KHz and 0.05mm/sec super(2).

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.23 no.2
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• pp.54-60
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• 1987

This paper describes on the distribution of the vibration and the noise produced on a skipjack pole and line training ship M/S Pusan 403 (243GT, 1,000ps) under the cruising or drifting condition. The vibration and the noise level were measured by use of protable vibration analyzer (B and K 3513) and sound level meter (B and K 2205), and so the vibration level was converted into dB unit. The check points were set through every decks and around important places of the ship. The results obtained can be summarized as follows: 1. The vibration and the noise level 1) On the main deck, both the vibration and the noise level were highest at the vertically above the main engine, whereas the vibration level was the lowest in the bow store and the noise level beneath the bridge. 2) Under cruising condition, the vibration level around the cylinder head of main engine, port side of the engine room, on the shaft tunnel was 80, 67, 65 dB and the noise level 104, 87, 86 dB, respectively. 3) The vibration level on the vertical line passing through the bridge was the highest at the orlop deck with 60 dB and the lowest on the bridge deck with 55 dB, whereas the noise level the highest at the compass deck with 75 dB and the lowest at the orlop deck with 53 dB. 4) The vibration and the noise level on the open decks were the highest with 65 dB and 84 dB on the boat deck, whereas the vibration level was the lowest at the lecture room with 51 dB and the noise level the lowest at the fore castle deck with 57 dB. 5) On the orlop decks, both the vibration and the noise level were the highest at the engine room with 65 dB and 85 dB, and the lowest at bow store with 54 dB and 52 dB, respectively. Comparing with the vibration level and the noise level, the vibration level was higher than the noise level in the bow part and it was contrary in the stern part of the ship. 2. Vibration analysis 1) The vibration displacement and the vibration velocity were the greatest at the cylinder head of main engine with 100$\mu$m and 11mm/sec, and were the smallest at the compass deck with 3$\mu$m and 0.07mm/sec. They were also attenuated rapidly around the frequency of 100Hz and over. 2) The vibration acceleration was the greatest at the cylinder head with the main frequency of 1KHz and the acceleration of 1.1mm/sec super(2), and the smallest at the compass deck with 30KHz and 0.05mm/sec super(2).

• Magazine of the Korean Society of Agricultural Engineers
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• v.13 no.3
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• pp.2372-2387
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• 1971

1. Being seen at the table (20), the number of days which monthy average air temperatures are three degrees of Celsius thermometer($3^{\circ}C$) or more, is the highest marks to be 365 days at Cheju, secondly, 334 days at Pusan, and, Ulsan, Pohang, Mokpo,Yosu and Ullung-Do which all are coastal region are all 306 days, besides, all north area of Taegu and Kwang ju have 275 days consquently, there are 90 days, differance between maximum and minimum. 2. Being seen at the table(22), freezing dates to be influenced upon earth works are obtained, if (1) item is subtracted from 365 days one year. 3. Being seen at the table(18), number of rainy days of which records are 1 millimeter and over to be influenced upon earth through works, days which monthly average air temperatures are $3^{\circ}$ or more, is the maximum to be 100 days at Cheju and its minimum is 60 days at Taegu. Every other region show 70 days or so. But Ullung-Do is 90 days. 4. Being seen at the table (26), the numbers of annual earth works possibility days(4) are obtained, if the values (3) which number of rainy days more than 1 millimeter during the same period are multiplied by 1.27(coefficient of hindrance to earth works) are subtracted from the number of days which monthly average air temperatures $3^{\circ}$ or more [(1)-(3)=(4)]. 5. The number of annual earth works possibility days by regional groups is the maximum to be 242 days at Pusan, and Cheju are 239 days. Other regions are from 218 days to 181 days, namely, they are about 200 days.

• Tuberculosis and Respiratory Diseases
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• v.49 no.6
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• pp.684-690
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• 2000

Background : The most common cause of treatment failure of pulmonary tuberculosis is early stoppage of treatment or irregular medication. The most important aspect of a retreatment is regular medication provided over a long period. Inadequate treatment may cause drug resistance and prolong the duration of chemotherapy. This study analyzed the risk factors of pulmonary tuberculosis patients, who failed in retreatment, and to use the results as basic data in the management of intractable tuberculosis patients with improving the rate of retreatment success. Methods : We performed a retroactive study of 62 pulmonary tuberculosis patients in retreatment at National Mokpo Tuberculosis Hospital from Jan. 1994 to Dec. 1995. The patients were separated into two groups: group I was retreatment failure and group II was retreatrnent success. For the analysis of risk factors in retreatment failure, we compared the difference between the two groups and tested the confidence limit about results of the results by independent t-test, ${\chi}^2$ test and Fisher's exact test. Results : The treatment failure rate of retreatment patients was 13(21%), and treatment success 49(79%). No significant difference (p>0.05)in age, sex, number of treatment, irregular rate of treatment, extent of the disease & cavitary lesion on the chest X-ray, number of resistance drugs, number of used drugs to medication, number of sensitive bactericidal drugs to medication, rate of sensitive drugs to medication and resisiance to INH & RFP had not significant difference. was found. However, the number of treatment was $2.4{\pm}0.8$ in group I and $1.6{\pm}0.9$ in group II, and had showing a significant difference(p<0.05) between the two groups. Conclusion : The risk factor of retreatment failure was more irregular previous treatment the irregularity of the previous treatment. For reducing the retreatment failure of pulmonary tuberculosis, greater efforts are needed more need to be done to prevent failure of first treatment.