• Journal of the Society of Naval Architects of Korea
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• v.32 no.2
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• pp.103-107
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• 1995

Longitudinal hull girder vibration has not been occurred severely since 1960's. However, recent low speed diesel driven ships equipped with overcritical shafting system, can be excited heavily in longitudinal direction by shaft axial farce coupled with torsional vibration. In this study the characteristics of longitudinal hull girder vibration of a 73,000 deadweight bulk carrier were investigated through onboard measurement, exciter test, and 3-D FEM analysis. Results showed that the longitudinal hullgirder vibration may occur in the ship which is not set up the barred speed range in engine operation. Moreover, this vibration occurs. only during the low speed voyage in harbour depending upon the ship loading condition.

• Journal of the Korean Institute of Navigation
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• v.8 no.1
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• pp.17-48
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• 1984

The economy of ship's size and speed is affected by the freight rates, sailing distances, cargo handling rates, fuel oil prices and even interest rates of the borrowed funds. It can be a step more powerful measures if the economic evaluation model takes in a cargo lot size which prevails in the shipping markets. This paper has dealt with hypothetical cargo lots which happen to the market with uniform distribution in probability. The evaluation models are either profit maximization method or cost minimization method. The former compares among different voyages in profitability to the invested funds, the later defines the transportation efficiency in ton-mile unit and be used in comparing two or more transportation means. This paper adopted both of above methods to derive out ships economical evaluation contours for the various ship's speed and deadweight for certain cargo lot sizes, which can be used as important managerial decision data in purchasing ships or selecting a most profitable one among the proposed voyages. This evaluation contours will also be efficiently used in appraising so called "handy size ships" in connection with port water depth and conditions of voyage tracks.ge tracks.

• Journal of the Society of Naval Architects of Korea
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• v.31 no.3
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• pp.59-64
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• 1994

A study was conducted to investigate the propeller singing place of an 86, 000 ton Deadweight Crude Oil Tanker. In preliminary study, proper use of finite element analysis was verified by comparing with the result of hammering test in the air. Then the finite element analysis was carried out for the blade in the water and compared with the noise measurement during sea trial, which enabled to confirm the local resonances of blade structure. Result of the study showed that the singing occurred most probably at trailing edges on the blade tip over 95% of propeller diameter. Owing to edge cutting of a successfoul remdial action, the singing excitation forces seemed to be reduced whereas the vibration characteristics of the blade was not changed.

• Journal of the Korean Society for Precision Engineering
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• v.11 no.5
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• pp.33-41
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• 1994

For the establishment of large force standard and the accurate measurement of large force, 2MN hydraulic force standard machine which consists of loading frame, deadweight machine, two ram/cylinder systems and hydraulic control system was designed and fabricated. Measurement results of shapes for tow ram/cylinders reveal that the ratio of effective area is 200.094. The relative deviation of force stability for the machine is about .+-. 0.01% at 2MN and is less than .+-. 0.005% below 2MN. This machine may be widely used to calibrate the force measuring devices in industry and to test the force sensors.

• Journal of the Korean Society for Precision Engineering
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• v.21 no.9
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• pp.7-11
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• 2004

일상생활과 산업현장에서 측정되는 힘의 범위를 정리해 보면 Fig. 1 과 같다. 힘의 SI 단위인 1뉴턴(N : 단위 질량 1 kg에 대해 1$m/s^2$ 의 가속도를 생기게 하는 힘의 크기임 정성적으로는 사과 반쪽을 손에 들고 있을 때 느끼는 중력의 크기가 약 1 N임)을 기준으로 크게는 수십 MN($10^{6}$ N) 크기의 우주선에서 발생하는 추진력에서부터 작게는 수 PN($10^{-12}$ N) 크기의 원자들 사이의 결합력까지 그 범위가 매우 광범위하다.

• KDI Journal of Economic Policy
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• v.29 no.2
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• pp.159-175
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• 2007

It is widely accepted that public rental housing programs affect both the allocation of resources and the distribution of welfare. This paper explains institutional arrangements of public housing program in Korea and assesses the benefits of the program. In contrast to the previous studies which employed homothetic preferences, the benefits of the public housing were estimated based on non-homothetic preferences to allow for different income effects across households. Empirical results suggest that average benefit-cost ratio of public housing program is 0.91, and hence, the deadweight loss seems to be well-contained in Korean public housing program compared to other countries. However, the distribution of the benefits reveals that the transmission of the benefits should be improved to achieve the desired goals of residential welfare for low income families.

• Journal of the Society of Naval Architects of Korea
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• v.48 no.2
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• pp.99-106
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• 2011

The appearance of CSR changes the concept of the hull form design as well as structural design, since the application of CSR inevitably brings the lightweight increase of a ship. Keeping the original design constraints such as principal particulars, deadweight, and speed performance, designers have to increase the volume of the hull form. As a result, the entrance angle at bow end should become larger, which results in blunter waterline shape. For a slow and full ship having high $C_B$ more than 0.85, a new concept of bow shape has been required to alleviate the increase of wave-making resistance, since it is very difficult to improve waterline and frameline shape for such a full ship. In this paper a new bow shape of Capesize Bulk Carrier was developed to improve its wave-making characteristics without incompliance with the design constraints. For loading manual calculation, NAPA software was used. FLUENT6.3.26 and WAVIS1.4 were used to evaluate resistance performance of the subject hull forms. The newly designed hull form was tested at SSPA model basin for the final confirmation of resistance and propulsion performance of the ship. It was found that the new bow shape of a Capesize Bulk Carrier improved the resistance characteristics greatly compared to a conventional bulbous bow. The other benefits of new bow shape on the manufacturability were also investigated.

• Journal of Ocean Engineering and Technology
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• v.13 no.4 s.35
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• pp.182-189
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• 1999

The robust design technology which can determine design variables getting best performance function with insensitivity to the environment noise, is an important method for improving the performance of products at low cost. Applying the robust design technology in ship design, Koh et al[10] introduced the planing hull design. This paper reports the application this technology to a 150K bulk carrier which has many design variables and shows that the robust design technology is superior to optimization technique in practical use.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2002.05a
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• pp.786-790
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• 2002

In this study, structural optimum design was applied to the girder of magnet over head crane. The optimization was carried out using ANSYS Code for the deadweight of girder, especially focused on the thickness of its upper, lower, side and reinforced plates. The weight could be reduced up to around 15% with constraints of its deformation, stress, natural frequency and buckling strength. The structural safety was also verified by the buckling analysis of its panel structure. It might be thought to be very useful to design the conventional structures for the weight save through the structural optimization. The objective function and restricted function were estimated by the orthogonal array, and the sensitivity analysis of design variable fur that was operated.

• Journal of the Korean Society for Precision Engineering
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• v.16 no.12
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• pp.161-167
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• 1999

This paper describes the calibration method and the calculation equations of expanded uncertainty for a precision electric force measuring device. The calibration of the electric force measuring device is performed three times (0 ${\circ}$(first time), $120{\circ}$(second time), $240{\circ}$(third time)) at each calibration point. It is usually selected ten points from zero load to rated load of the electric force measuring device. The expanded uncertainty is calculated by combining A type standard uncertainty and B type standard uncertainty. The calibration method and the calculation equations of expanded uncertainty can be widely used in the calibration of the precision electric force measuring device.