• Journal of the Korean Society of Hazard Mitigation
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• v.8 no.4
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• pp.81-85
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• 2008

In this study, Standards of Lighting Appliance and Standard of Model Approval and Inspection Technology for EXIT LIGHT are compared so as to analyze stability of a exit light which is fire product. Test items, which are not included in Standard of Model approval and Inspection Technology for EXIT LIGHT, are deduced from aforementioned comparison and analysis. Also the derived test items are experimented with a exit light. For a power factor correction, a power factor correction circuit is designed and power factor, crest factor, asymmetry ratio, luminance variation are analyzed. In order to show the validity of designed circuit, current waveform and voltage waveform are measured.

• Proceedings of the Korea Water Resources Association Conference
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• 2016.05a
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• pp.32-32
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• 2016

정부는 1999년 제정된 연안관리법에 따라 2000년부터 시행 중인 '연안정비계획' 등을 통하여 연안 침식 대응사업을 지원하고 있다. 그러나 연안의 개발은 지속적으로 일어나고 있으며 그 중 동해항 3단계 북방파제 축조공사가 내년 3월 중으로 착공할 것으로 예상된다. 동해항 3단계 개발사업은 동해항을 환동해권 물류 중심 거점 항만으로 육성하기 위해, 오는 2020년까지 대규모 항만개발과 방파제 등이 축조될 예정이다. 이에 따라 본 연구에서는 동해항 3단계 개발사업의 추진에 따른 인근해변의 해안침식 저감대책 방안으로 해안선 및 수심 변화를 예측하고자 한다. 동해항 인근의 추암 해수욕장부터 삼척 해수욕장까지 대상지역 N-line 모델 적용 및 Case분석을 실시한다. 해안선 변화는 Polar coordinate에서 개발된 One-line 모델에 회절 효과를 반영하고 해빈 경사와 쇄파고에 따라 횡단 방향으로 발생하는 표사로 인한 추가적인 해안선 변화 효과를 반영하여 입사파고 변동에 따른 단기적인 해안선 변화의 변동 폭을 제공한다. 연평균 입사 파고에 따라 형성되는 연안방향 표사로부터 해안선이 변동하며 이 해안선을 기준으로 연평균 파고에 따른 전진 폭과 최고 파고에 따른 침식 폭을 제시한다. 동해항 개발 전 변화 예측 모델링과 동해항 개발 후 변화 예측 모델링을 통해 개발에 따른 장래 해안선의 변화 예측 모델링 결과 분석 및 검토를 실시, 동해항 인근 지역에 적합한 해안선 유지관리 방법 결정 및 제안을 하는데 도움을 줄 것이라 기대된다.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.34 no.6
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• pp.303-314
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• 2022

The persistence analysis of marine physical environment factors is a basic analysis that must precede the use of sea areas as an analysis required in the coastal engineering such as downtime and design. In this study, the persistence analysis was implemented for wind speed and significant wave height data from four observation points of Deokjeokdo, Oeyeondo, Geomundo, and Geojedo among the marine meteorological observation buoys of the Korea Meteorological Administration. The persistence time means the consecutive time of observation data beyond specific level. The threshold wind speed and significant wave height were set in the range of 1~15 m/s and the range of 0.25~3.0 m, respectively. Then, the persistence time was extracted. As a result of the analysis, the persistence time of wind speed and significant wave height decreased rapidly as the reference value increased. The median persistence times under the maximum reference thresholds were assessed as a maximum of 5 hours for wind speed and a maximum of 8 hours for significant wave height. When the reference wind speed and significant wave height were 15 m/s and 3 m, respectively, the persistence time that could occur with a 1% probability were 52 and 56 hours. This study can be expanded to all coastal areas in Korea, and it is expected that various engineering applications by performing a persistence analysis of the metocean data.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.27 no.5
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• pp.358-363
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• 2015

As a preparation process for successful establishment of demonstration offshore wind farm, analyses have been made for working time at the construction site where working time is defined as the time available for marine operation to take place under given weather conditions. Data used are hourly wave and wind data from met mast, HeMOSU-1, and 3 hour numerical model data from Korea Meteorological Administration (KMA). Seasonal results show the minimum working time during winter and moderate during autumn and spring. The most working time was seen during summer on average. Monthly analyses show the most working time in May, June, and August which was higher than the working time in July and September. Working time reaches at steady state and no significant change was seen above wave height of 1.5 m and wind speed of 8 m/s.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.28 no.3
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• pp.117-123
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• 2016

One of the major characteristics of the swell-like high waves, which occur in the East Sea mostly in winter with large height and long period, is its suddenness associated with the rapid development of high waves from a calm state of sea. To represent such suddenness, in this study, the term sudden high waves is introduced. To propose the criterion of sudden high waves, comparisons were made between the wave measurement data at Gangneung and Wangdolcho for eight years from 2005 and the record of marine accidents and property damage on the coast of Gangwon-do Province and Gyeongsangbuk-do Province during the same period. It was found that most of the accidents occurred when ${\Delta}(H^2L)/{\Delta}t$ was approximately greater than the top 20% or $88.6m^3/hr$, which is therefore proposed as the criterion of sudden high waves. The used variable represents the rate of increase of the wave energy in one wavelength, including not only height and period but also suddenness of high waves.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.1
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• pp.1-7
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• 2020

In recent years, cargo lashing has received much importance, to help prevent the sinking of passenger ships due to the failure of vehicle and cargo lashing during the transshipment of cargo. Consequently, the standards for lashing equipment and the structure of car ferries have been revised. According to the current standards, all vehicles loaded on a car ferry sailing in smooth sea areas must be secured if the wind speed and wave height exceed 7 m/s and 1.5 m, respectively. In this study, we measured the roll and pitch of a passenger ship sailing in smooth sea areas, and compared the measurements with the results of the New Strip Method (NSM). The vessel had a maximum pitch of 1.41° and a maximum roll of 1.37° at a wind speed of 6-8 m/s and a wave height of 0.5-1.0 m, and a maximum pitch of 1.49° and a maximum roll of 2.43° at a wind speed of 10-12 m/s and a wave height of 1.0-1.5 m. A comparison of the external forces due to the motion of the hull and the bearing capacity without lashing indicated that the bearing capacity was stronger. This suggests that vehicles without lashing will not slip or fall due to weather conditions. In future, the existing vehicle lashing standards can be revised after measuring the hull motions of various ships, and comparing the external force and bearing capacity, to establish more reasonable requirements.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.4
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• pp.457-464
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• 2021

Cargo securing safety, which is one factor for the safe operation of car ferry ships, has been applied since 2015 and evaluated by comparing the hull motion and securing load capacity generated by waves. To ensure the safe operation of the 3700 ton class car ferry, it is important to analyze the hull acceleration motion based on the sea wave information of the navigation area to determine the cargo securing load that can prevent the movement of cargo. In this study, the meteorological information of three wave buoys installed in Busan and Jeju area was analyzed for the past 5 years. In addition, the hull acceleration was measured in actual sea conditions and compared to that of numerical simulations. Under the condition of a significant wave height of 2.5 m from Feb to Mar, except typhoon seasons, the lateral acceleration was observed to be 1.5 m/s² in real ship measuring and 1.8 m/s² in numerical calculation. It was analyzed to be less than 40% under general weather conditions compared to the high wave warning using an approximate formula for estimating the hull motion by wave height. The cargo securing safety proposed in this study will be widely used based on the actual measuring acceleration with the sea wave height.

• Journal of Korea Water Resources Association
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• v.36 no.4
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• pp.623-631
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• 2003

A large scale hydrological laboratory model tests for the geotextile tube were conducted to investigate the stability of geotextile tube and the capability of breakwater with variations of significant wave height, percentage of soil filling, and the water level above geotextile tube. The sliding displacement of geotextile tube is measured to check the stability of geotextile tube for given the various significant wane heights. The marked mash was laid out at the bottom of water channel to measure the displacement of geotextile tube. The bench mark was furnished in the upper part of water channel and the initial location was marked every 10cm interval to measure the displacement of geotextile tube. The wane transmit ratios are analyzed with the variations of soil filling of tube and of the top crown height wave above the geotextile tube in order to study the performance of brekwater before and after the installation of geotextile tube.

• Journal of Korean Philosophical Society
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• v.141
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• pp.187-202
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• 2017

The aim of this paper is to clarify the difference between the concept of deduction-induction and Aristotle's concept of syllogismos-epagoge. First, Aristotle does not use the expression 'invalid syllogismos'. But a valid deduction is distinguished from a invalid deduction in modern logic. Second, from Aristotle's point of view syllogismos is paralleled by epagoge. Because syllogismos is equivalent to epagoge in logical form. But a disturbing lack of parallelism exists between deduction and induction by which the standards for establishing inductive conclusions are more demanding than those for deductive ones. Third, instructors in introductory logic courses ordinarily stress the need to evaluate arguments first in terms of the strength of the conclusion relative to the premises. Accordingly, students may be told to assume that premises are true. But Aristotle does not assume that premises are true. A syllogismos start from the conceptually true premise and a epagoge start from the empirically true premise.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.21 no.6
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• pp.462-469
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• 2009

This study suggests a general formula of non-cohesive sediment transport rates for waves and currents which is also valid for wave only or current only condition. On-offshore sediment transport rates with the second order Stokes wave in the shallow water are calculated as the pickup rate times the distance. The formula depicts reasonably that high waves move material offshore, and low waves move material onshore. Also the formula, as is the case the waves with long period tend to move material onshore, shows good results.