• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.35 no.3
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• pp.210-210
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• 1999

The turning circle of a ship is the path followed by her center of gravity in making a turn of 360$^{\circ}$degrees or more with helm at constant angle. But generally it means her path traced at full angle of the rudder. For the ordinary ship the bow will be inside and the stern outside this circle.It has been usually understood that the turning circle is not essentinally affected by ship's speed at Froude numbers less than about 0.30. However, it is recently reported that the speed provide considerable effects upon the turning circle in piloting many ships actually at sea. In this paper, the author analyzed what effects the speed could provide on the turning circle theoretically from the viewpoint of ship motions and examined how the alteration of the speed at Froude no. under 0.30 affect the turning circle actually, through experiments of actual ships of a small and large size.The main results were as follows.1. Even though ship's speed at Froude no. under 0.30, the alteration of the speed affects the turning circle considerably.2. When the full ahead speeds at Froude no. under 0.30 of small and large ships were increased about 3 times slow ahead speeds, the mean rates of increase of the advances, tactical diameters and final diameters of thease ships were about 16%, 21% and 19% respectively.3. When the full ahead speeds at Froued no. under 0.30 of small and large ships were increased about 3 times slow ahead speed, the mean rate of increase of the turning circle elements of large ships was greater 10% than that of small ships. 4. When the full ahead speeds at Froued no. under 0.30 of small and large ships were increased about 3times slow ahead speeds, the mean rates of increase of the tactical diameter and final diameter of thease ships were greater than that of the advances of thease ships. 5. When only alteration of speed or sip's head turning is the effective action to avoid navigational fixed hagards, reducing the speed is always more advantageous than increasing the speed in order to shorten fore or transverse distance.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.437-443
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• 2019

Aid to navigation is a navigational aid facility that informs a sailing vessel of its location and direction as well as a location of a specific obstacle by means of a light, shape, color, sound, radio wave, etc. It can be valuable in improving the safety of day and night vessel navigation at sea. For the safety of the tug boat, the minimum equipment requirements for each type of tug boat are arranged. Despite these preparations, the collision accidents between tug boats, barges, and light buoys can occur when the tug boat turns due to the length of the tow-line, tidal current, and the barge's momentum etc. The purpose of this study was to propose the basic system that analyzes the physical relationship between two vessels regarding the tug boat-barge-light buoy dynamics and propagate the corresponding data through the aid to navigation management & operation systems in use at each regional oceans and fisheries.

• Journal of the Korean Crystal Growth and Crystal Technology
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• v.13 no.5
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• pp.230-234
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• 2003

CuPt-type ordering has been observed in Zn-rich $Cd_xZn_{1-x}$Te epilayers grown on (001)GaAs and ZnTe/GaAs(001) substrates. X-ray diffraction, electron beam diffraction, high-resolution transmission electron microscopy and low-temperature photoluminescence have been used to characterize the CuPt-type ordering in Zn-rich $Cd_xZn_{1-x}$Te epilayers.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.33 no.9
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• pp.666-673
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• 2009

The turbulent swirling flow field characteristics of a gun-type gas burner with a combustion chamber were investigated under the cold flow condition. The velocities and turbulent quantities were measured by hot-wire anemometer system with an X-type probe. The turbulent swirling flow field in the edge of a jet seems to cause a recirculation flow from downstream to upstream due to the unbalance of static pressure between a main jet flow and a chamber wall. Moreover, because the recirculation flow seems to expand the main jet flow to the radial and to shorten it to the axial, the turbulent swirling flow field with a chamber increases a radial momentum but decreases an axial as compared with the case without a chamber from the range of about X/R=1.5. As a result, these phenomena can be seen through all mean velocities, turbulent kinetic energy and turbulent shear stresses. All physical quantities obtained around the slits, however, show the similar magnitude and profiles as the case without a chamber within the range of about X/R=1.0.

• KDI Journal of Economic Policy
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• v.9 no.4
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• pp.3-24
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• 1987

본고(本稿)의 목적(目的)은 첫째로 통화정책(通貨政策)의 운용방법이 제통화지표(諸通貨指標)간의 움직임은 물론 이들 지표(指標)와 실물경제(實物經濟)와의 관계의 변동을 초래하는 근본원인이 될 수 있다는 사실에 주목하여 80년대 우리나라의 통화정책이 인플레 억제를 통한 안정기조의 확립을 위한 총통화(總通貨)(M2)규제(規制)로 특징지워졌음에 착안, 이러한 통화정책(通貨政策) 운용방법(運用方法)의 영향을 분석하고, 둘째로 그 결과를 감안하여 제통화지표(諸通貨指標)와 실물경제(實物經濟)와의 관계를 분석, 중심통화지표(中心通貨指標)의 재정립과 그 운용방법을 제시하는 데에 있다. 본고(本稿)에 의하면 M2와 제(第)2금융권(金融圈)의 6개월 미만 단기자금수신(短期資金受信)(본고(本稿)에서 M3S로 정의(定義))간의 관계가 70년대와 80년대에 각각 다르게 나타나고 있다. 특히 80년대에는 M2규제(規制) 위주의 통화정책이 M3S의 변동을 초래하며 이는 실질생산(實質生産)을 감소시키고 물가를 상승시키는 등 부작용을 가져오는 것으로 분석된다. 또한 M2와 물가(物價) 실질생산(實質生産) 등 실물경제와의 관계가 70년대와 80년대에 각각 다르게 나타나고 있다. 본고(本稿)에 의하면 경제여건이 변함에 따라 목표통화증가율(目標通貨增加率)을 조정해 나가는 신축적인 통화운용방법(通貨運用方法)으로 전환해 나아가고, 이를 위해 M3S지표(指標)를 적극적으로 활용할 것이 요청된다. 그러나 보다 광의의 지표의 증가세 역시 급등할 경우 어떠한 특정지표(特定指標)의 규제보다는 경제전반(經濟全般)에 걸친 통화증가압력(通貨增加壓力)을 완화시키는 방향으로 정책을 선회하는 것이 바람직하다.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.5
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• pp.800-808
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• 2022

The International Maritime Organization adopted the interim standards for ship maneuverability in November 1993 for preventing collision of ships at sea and for protecting the marine environment, and based on the accumulated data, in December 2002, the established standards for ship maneuverability were adopted. However, the standards adopted are those at full load, even keel, and at least 90 % of the ship speed at 85 % of the ship's maximum power. Moreover, these standards have limitations in providing information on maneuverability under actual navigational conditions. Therefore, in this study, frequency analysis AHP analysis techniques were studied by consulting navigational officers, captains, and experts, who have significant knowledge on ship maneuverability, utilization of the current standards, and the information necessary for the operation of the actual ship. The results of this study confirmed that the necessary information on maneuverability for the navigational officer operating the vessel is information about the turning circle at a small angle of 5°-10° and z-test information at maneuvering speed, not sea speed. Additionally, in relation to speed control, additional information on deceleration inertia and acceleration inertia is needed than the information on the stopping ability at sea speed and full loaded condition. The derived results are considered to be useful as basic data for preparing guidelines for ship maneuverability necessary for navigational of icers who operate ships.

• Journal of the Korean Vacuum Society
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• v.14 no.4
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• pp.222-228
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• 2005

Undoped GaN epitaxial layer was grown on c-plane sapphire substrate by a two-step growth with metalorganic chemical vapor deposition(MOCVD). We have investigated the effects of the variation of final growth temperature on surface morphology, roughness, crystal quality, optical property, and electrical property In a horizontal MOCVD reactor, the film was grown at 300 Tow low-pressure with a fixed nucleation temperature of $500^{\circ}C$, varing the final growth temperature from $850\~1050^{\circ}C$ . The undoped GaN epilayers were characterized by atomic force microscopy, high-resolution x-ray diffractometer, photoluminescence, and Hall effect measurement.

• Journal of Korean Society of Water and Wastewater
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• v.19 no.2
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• pp.117-124
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• 2005

Appropriate removal of pollutants from combined sewer overflows(CSOs) and stormwater runoff is of primary concern to watershed managers trying to meet water quality standards even under a wet weather condition. Harmful substances associated with particles besides TSS and BOD are subjected to removal prior to discharge into the natural waters. Effectiveness of five major hydrodynamic separation technologies, Vortechs, Downstream Defender including Storm King for CSOs control, CDS, Stormceptor, and IHS, were evaluated in this study. There is not sufficient information for accurate evaluation of the removal efficiency for the pollutants from the stormwater runoff and CSOs. Based upon limited engineering data, however, all technologies were found to be effective in separation of heavy particles and floating solids. Technologies utilizing screens seem to have advantage in the treatment capacity than the other technologies relied fully on hydrodynamic behavior. The IHS system seems to have a strong potential in application for control of CSOs because of unique hydrodynamic behavior as well as a flexibility in opening size of the screens. Size of the particulate matter in the CSOs and stormwater runoff is found to be the most important parameter in selection of the type of the hydrodynamic separators. There exists an upper limit in the solids removal efficiency of a hydrodynamic separator, which is strongly dependent upon the particle size distribution of the CSOs and stormwater runoff.

• Journal of the Mineralogical Society of Korea
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• v.32 no.2
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• pp.103-111
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• 2019

In this study, characteristics of sediments and suspended solids flowing into Andong and Imha Dam was analyzed by color, X-ray diffraction and ICP/MS analysis. The minerals of sediments and suspended solid consist mainly of quartz, albite, chlorite, illite and small amounts of montmorillonite and kaolinite. Unlike the Andong Dam, the Imha Dam sediments contain large amounts of calcite. Color of sediments and suspended solids varies from grayish brown to dark orange. The concentrations of major heavy metals of sediments and suspended solids in the Andong and the Imha Dam are higher than the US National Oceanic and Atmospheric Administration standard values. The concentration of heavy metals in sediments of Andong is higher than that of Imha Dam because concentration of heavy metals in the suspended solid flowing into Andong is higher than that of Imha Dam.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.30 no.4
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• pp.299-311
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• 1994

The new course distances of a ship are one of the important factors of the safety handling as the indices to indicate directly her abilities of course alteration. Recently, International Maritime Organization (IMO) exhorts that all vessels should use maneuvering booklets in which are drawn the curves of new course distances obtained from the test of measuring them and noted other maneuvering performance standard in various navigation conditions. This paper describes the method to calculate many new course distances for many rudder angles by turning circle test without observation or using other calculating methods. The main results are as follows: 1) The mean difference of the distances between two new course distances by the turning circle test and heading test of the experimental ship was about 7.7% vaules of the ones by the heading test. when her altering angles were $48^{\circ}$, $63^{\circ}$and $70^{\circ}$, using the rudder angle of $35^{\circ}$ . These new course distances were therefore found to be small in difference of those. 2) The mean difference of the distance between two new course distances by the turning circle test and the maneuvering indices of the experimental ship was about 4.5% values of the ones by the maneuvering indices, when her altering angles were $48^{\circ}$, $63^{\circ}$and $70^{\circ}$, using the rudder angle of $35^{\circ}$, these new course distances were therefore found to be small in difference of those. 3) The mean difference of the distance between two new course distances by the turning circle test and the observation of the experimental ship was about 6.1% values of the ones by the observation, when her altering angles were $48^{\circ}$, $63^{\circ}$and $70^{\circ}$, using the rudder angle of $35^{\circ}$. These new course distances were therefore found to be small in difference of those. 4) It is confirmed that many new course distances for many angles can be calculated easily by using the method of ship's simple turning circle test, without observation or using the maneuvering indices and heading test method. 5) It is considered to be helpful for the safety of ship handling to draw curves of new course distances by turning circle test and $\phi_4$ - $\phi_2 by heading test, and utilize them at sea.