• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.55 no.4
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• pp.411-418
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• 2019

In this study, to investigate the effect of physical and chemical properties of butanol on the engine performance and combustion characteristics, the coefficient of variations of IMEP (indicated mean effective pressure) and fuel conversion efficiency were obtained by measuring the combustion pressure and the fuel consumption quantity according to the engine load and the mixing ratio of diesel oil and butanol. In addition, the combustion pressure was analyzed to obtain the pressure increasing rate and heat release rate, and then the combustion temperature was calculated using a single zone combustion model. The experimental and analysis results of butanol blending oil were compared with the those of diesel oil under the similar operation conditions to determine the performance of the engine and combustion characteristics. As a result, the combustion stabilities of D.O. and butanol blending oil were good in this experimental range, and the indicated fuel conversion efficiency of butanol blending oil was slightly higher at low load but that of D.O. was higher above medium load. The premixed combustion period of D.O. was almost constant regardless of the load. As the load was lower and the butanol blending ratio was higher, the premixed combustion period of butanol blending oil was longer and the premixed combustion period was almost constant at high load regardless of butanol blending ratio. The average heat release rate was higher with increasing loads; especially as butanol blending ratio was increased at high load, the average heat release rate of butanol blending oil was higher than that of D.O. In addition, the calculated maximum. combustion temperature of butanol blending oil was higher than that of D.O. at all loads.

• Fisheries and Aquatic Sciences
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• v.11 no.2
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• pp.103-112
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• 2008

Compressional sound velocities of shelf sediments in the South Sea of Korea, were measured in situ and in the laboratory for six cores. In situ sound velocity was measured using the Acoustic Lance (frequency of 7.5-15 kHz), while laboratory velocity was measured by the pulse transmission technique (frequency of 1MHz). Physical properties were relatively uniform with sediment depth, suggesting little effect of sediment compaction and/or consolidation. Average in situ velocity at each core site ranged from 1,457 to 1,488 m/s, which was less than the laboratory velocity of 1,503 and 1,604m/s. In muddy sediments the laboratory velocity was 39-47 m/s higher than in situ velocity. In sandy sediments, the difference was greater by an average of 116 m/s. Although the velocity data were corrected by the velocity ratio method based on bottom water temperature, the laboratory velocity was still higher than the in situ velocity (11-21 m/s in muddy sediments and 91 m/s in sandy sediments). This discrepancy may be caused by sediment disturbance during core collection and/or by the pressure of Acoustic Lance insertion, but it was most likely due to the frequency difference between in situ and laboratory measurement systems. Thus, when correcting laboratory velocity to in situ velocity, it is important to consider both temperature and frequency.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.36 no.6
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• pp.743-748
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• 2003

An oil boom was set up in order to contain diffused oil from spills and for the retrenchment of damage caused by oil Pollution. Therefore, the oil boom anchor needed proper holding power to endure high resistance from flowing streams and to secure the oil boom around the spill, and must dredge directly into the seabed when it is dropped and block oil outflow immediately. This study investigated the holding power of the danforth anchor and the coastal fishing vessel anchor used for oil booms in the KMPRC (Korea Marine Pollution Response Corporation). For each type, a 30 kg and 20 kg anchor were used. The holding power of the danforth anchors were measured by dropping both weights 10 times. However the coastal fishing vessel anchors were dropped only 5 times each, because no substantial differences were found between drops. In the results of the danforth anchors, an anchor awoke occurred in 2 drops of the 30 kg anchor and in 4 drops of the 20 kg anchor, wherein there was no holding power to be measured. With exception to the anchor awoke cases, the maximum holding power of the danforth 30 kg and 20 kg anchors was 250-520 kg and 123-233 kg, respectively. In the case of the coastal fishing vessel anchors of 30 kg and 20 kg, throughout the experiment, there was no occurrence of an anchor awoke. For the 30 kg and 20 kg anchors, the maximum holding power was measured to be 209-230 kg and 155-170 kg, respectively. Therefore, the holding power of the coastal fishing vessel anchor was shown to be much poorer than that of the danforth anchor. However, the holding power of the danforth anchor was very unstable. Due to the occurrences of anchor awoke, there was no holding power and the measurement value of maximum holding power showed too much variation among the drop tests. Also, after the maximum holding power was achieved, anchor awoke occurred easily. In the case of the coastal fishing vessel anchor was much more stabile, because there was no anchor awoke and no instance where holding power failed. Also the maximum holding power was reached quickly and almost no variation occurred among the drop tests.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.60 no.2
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• pp.152-160
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• 2024

We analyzed risk factors of coastal gillnet fishers during fishing process and considered work safety measures to reduce safety accidents during fishing using a UWB (ultra wideband) based positioning system. The static position accuracy of the UWB based positioning system was 45 cm. When entering a port, there is a risk of falling overboard. When casting a net, there was a risk of falling overboard due to being hit by fishing gear or guards, or getting caught in a buoy line or sinker line. When hauling a net, there is a risk of getting caught between fishing gear and net hauler, and the risk of musculoskeletal disorders due to repetitive work over a long period of time. Most safety accidents during work on fishing boats are blamed on human errors of the fisher and skipper, but safety accidents occur due to a mixture of mechanical and equipment factors, work and environmental factors, and management factors in addition to human errors. Therefore, the 4E were presented as countermeasures against the 4M, which are causes of safety accidents, and the proposed measures were used to identify risk factors for operation process, comply with work safety rules, and ensure the wearing of personal protective equipments. We need to reduce safety accidents during work by making it part of our daily routine. These research results can be used in the future for optimal placement of fishing gear and fishing nets in other coastal industries where safety accidents occur frequently.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.31 no.1
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• pp.15-23
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• 1995

In order to investigate the relation between the phytoplankton and the catch fluctuation of set net fishing grounds located in the coastal waters of Yeosu, phytoplankton observations on the fishing ground were carried out by the training ship of Yeosu, Fisheries University from April to November in 1990, and the data obtained were compared with the catch data from the joint market of yeosu fisheries cooperative society in 1990. The results obtained are summarized as follows: 1) The phytoplanktons were more appeared in summer than in spring or autumn and their quantity was much in the shore of Dolsan-do, and little in the offshore waters distributed in the shores of Sori-do and Sejon-do, Thus, the quantity of the planktons could be used for estimating the distribution of watermass. 2) The fishes caught by the set net were arranged in the order of catch amounts as follows: Spanish mackerel > Hair tail > Common mackerel > Sardine > Anchovy > Horse mackerel > Yellow tail. The catches of anchovy and Sardine were high in April to May and Hair tail. Horse mackerel and Common mackerel were caught from June to October. But Spanish mackerel were caught during the whole period of fishing. 3) The catches by set nets showed a correlation with the quantity of phytoplanktons. The planktons appeared most in the inner waters. influenced largely by the inflow of land waters in summer. and the catches were high in summer when the offshore water was distributed least. Therefore, the most important factor influencing the catches were regarded to be the productivity of food organism in inner water into which abundant nutrients were supplied by the inflow of land waters. That is, the fluctuation of catches by set nets seemed to be influenced mainly by the productivity of food organism.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.47 no.4
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• pp.281-289
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• 2011

The purpose of this study is to identify the flow resistance of the bottom trawl net. The bottom trawl net being used in the training ship of Chonnam National University was selected as a full-scale net, and model nets such as 1/10, 1/25 and 1/50 of the actual net were made. Total resistance of the net part, the height of the net mouth and the flow resistance of components of the net such as wing, bag and cod-end part was measured, converted into full-scale and compared. Additionally, the model rule of Tauti (1934), which has been most frequently used in fishing net modeling experiments, was applied to interpret flow resistance and scale effect of model experiment was investigated. Presumed that the flow resistance R is $R=kS{\upsilon}^2$ against the flow velocity of each net ${\upsilon}$, resistance coefficient k was calculated by substituting R, ${\upsilon}$ and S of the net. From the result, it was found that k decreases exponentially when u increases which makes $k=c{\upsilon}^{-m}$. Whereas m of each net is ranged between 0.13-0.16 and there was not significant difference between nets. c does not show big difference in 1/10 and 1/25 model and the value itself was relatively bigger than in 1/50 model. The height of the net mouth of 1/25 and 1/50 model net h decreases exponentially according as ${\upsilon}$ increases to make $h=d{\upsilon}^{-n}$. Whereas d and n values were almost same in two nets. Additionally, when resistance of cod-end, wing and bag part in 1/25 and 1/50 model nets, both nets showed big resistance in bag part when flow is 1m/s as more than 60%. Wing and cod-end part showed almost same value or wing part had little bit larger value. On the other hand, when reviewing the reasons why both models showed difference in 1/50 model while c value against the resistance coefficient k did not show big difference in 1/10 and 1/25 model, it is inferred that the difference occurred not from material difference but from the difference in net size according to scale. It was judged that they are the scale effects concomitant to the model experiments.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.28 no.4
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• pp.371-379
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• 1992

In order to analyse the mesh selectivity for the trawl net, the fishing experiment was carried out by the training ship Saebada in the southern Korea Sea and the East China Sea from June 1991 to August 1992. The trawl net used in experiment has the trouser type of cod-end with cover net, and the mesh selectivity was examined for the five kinds of the opening mesh size in its cod-end part. The selection curves and the selection parameters were calculated by using a logistic function, S=1/(1+exp super(-(aL+b))), and in this case, a and b are the selection parameters and L is the body length of the target species of fishes. In this report, the four species of aquatic animals were analysed because the catch data were enough to calculate normally the selection curves and the selection parameters, and the results obtained are summarized as follows: 1. Trachurus japonicus; Selection parameters a and b in each cases of the opening mesh size of 51.2mm, 70.2mm, 77.6mm, 88.0mm and 111.3mm were respectively 0.5050 and -5.4283, 0.3018 and -4.9590, 0.3816 and -7.3659, 0.2695 and -5.7958, 0.2170 and -5.1226. 2. Photololigo edulis ; Selection Parameters a and b in each cases of the former mesh sizes were respectively 0.7394 and -6.1433, 0.3389 and -4.2366, 0.3286 and -5.1002, 0.2543 and -5.0049, 0.1795 and -4.8040. 3. Trichirus lepturus; Selection curves in the opening mesh size of 111.3mm was calculated unnormally. The selection parameters in the other opening mesh sizes were respectively 0.3790 and -5.2891, 0.2071 and -4.9164, 0.1292 and -3.1733, 0.1153 and -3.8497 in the order of former mesh sizes except 111.3mm. 4. Todarodes pacificus ; Selection curve in case of the opening mesh sizes, 70.2mm and 111.3mm were calculated unnormally. In the order cases of the opening mesh sizes, the selection parameters were respectively were 0.5766 and -6.0169, 0.3735 and -5.4633, 0.2771 and -5.7718 in the order of former mesh sizes except 70.2mm and 111.3mm.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.20 no.2
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• pp.105-111
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• 1984

Recently, Hybrid Navigation Systems combining Omega, NNSS, Loran C and Dead reckoning etc. served to give us highly accurate ship's position, and a number of ships are equipped with these navigation systems. In order to evaluate for the accuracy of this navigation system observations of Loran C, 5970 and 9970 chains and Radar at the same time were made on board m.s Jeonbuk 401 and 403 training ships of Gunsan Fisheries Collage at nine stations in the yellow sea from July, 1982 to June, 1983, and then were done by the Hybrid Navigation System combining Dead reckoning and Loran C at the same areas. The authors investigated the accuracy of the Hybrid Navigation System based on measurements of the relative positional error which is defined as the difference between the position fixed by this system or the Loran C system, and the one by the Radar. The obtained results are as follows; 1. The mean standard deviation of the time difference of Loran C were about 0.21$\mu$s in 9970 chain and about 0.06$\mu$s in 5970 chain, and the fluctuation of the time difference of Loran C in 5970 chain was smaller than that in 9970 chain. 2. The positional error between two positions by Radar and the Hybrid Navigation System in 9970 chain was about 0.4 miles, and between two positions by Radar and Loran C was about 0.51 miles. The Hybrid Navigation System was therefore more accurate than Loran C System. 3. The positional error between two positions by Radar and Hybrid Navigation System in 5970 chain was about 0.4 miles, and between two positions by Radar and computer simulation of Loran C was about 0.98 miles. Consequently, Hybrid Navigation System was more accurate than computer simulation of Loran C system.

• Journal of Fisheries and Marine Sciences Education
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• v.11 no.2
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• pp.203-215
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• 1999

Floating debris was recorded from a training ship, Kaya, of Pukyong National University with about 12 knots speed at July 19~21, 1999 and July 24~26. The sampled area is the Yellow Sea (YS) connected from Cheju Is. of Korea to Qindao harbor of China, divided into 88 unit segments on survey routes. Debris fabrication materials were categorized with 6 items using the following; man-made or natural wood items, paper and cardboard, nylon netting and rope, styrofoams, vinyl and plastics, floating metal and glass containers. All identified items within a $120{\pm}20m$ wide band were recorded but ignored if beyond this boundary. The results of distribution of floating debris in the area are as follows: 1. The greatest quantities of marine debris discovered during the survey were $184pieces\;per\;km^2$ near Qindao harbor. The next polluted areas, Sohuksan islands, positioned in the eastern part of YS were scattered in about $40pieces/km^2$ or so. 2. Among items, woods, paper and cardboard, vinyl and plastics were found out near Qindao Coast of China. On the other hand, there were many styrofoams, nylon netting and rope near the area of Sohuksan islands in the eastern part of YS. 3. The distribution densities of western part of YS near Qindao are varied with largely range in items and quantities but those of the eastern part, near Sohuksan islands were nearly constant. 4. Styrofoams were composed of 63% among all debris in YS, next paper and cardboard 15%, and wood item, vinyl and plastics each 10%. Therefore, marine debris of YS is revealed that distribution characteristics and composition are very different in each area. These phenomena are concluded that they largely depend on the life styles in land and the utilities of the sea. And of items, styrofoams is dominated by the distribution pattern of YS. Furthermore, surveys are continuously being investigated, and from this it is hoped that a much wider coverage can be achieved, perhaps all sites of the YS and contributed to the finding sources, the stationary area and removal method of debris joined the flow patterns.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.40 no.2
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• pp.138-143
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• 2004

This experimental paper deals with the performance of tanks that are turned the active A.R.T(Anti-Rolling Tank) when the fluid transfers from wing tank to the opposite tank by the power developed by the automatic control system (INTERING Stabilizer), which was installed in the fishery training ship T/S. A - RA (G/T:990 tons) of Cheju National University. In this paper, the author has tested the performance of INTERING Stabilizer for the signals obtained by the inclinometer in irregular waves and compared with the results obtained in passive mode operation at stop and at various ship speeds. The performances of the system were confirmed the results as follows through the tests: 1. The average amplitude and significant roll (${\pi}$1/3) of the passive and active mode operations in the condition of stoped engine and underway were obtained 8.30$^{\circ}$, 4.37$^{\circ}$, 8.30$^{\circ}$, 4.37$^{\circ}$, and 5.01$^{\circ}$, 4.36$^{\circ}$, 5.50$^{\circ}$, 5.10$^{\circ}$, respectively. 2. The rates of performance of active mode operations were carried out during a sea trial in the condition of stop engine and underway resulted in 47.5%, 12.7%, respectively, therefore the active mode operation estimated to be improved more than passive mode operation. 3. Active - A.R.T by INTERING Stabilizer didn't affect the amplitude of pitching.