• Journal of Korean Society of Transportation
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• v.18 no.1
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• pp.35-43
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• 2000

The Purpose of this Paper was to study the relationship between the change of operating speeds and the accidents on horizontal curves. For this purpose, we divided a horizontal curve section into two parts, a tangent section and a curve section, to estimate the operating speed for each vehicle. For studying relationship between the change of speed and geometric effect, the free-flow speed was used. The location and speed for the lowest speed were studied. Also, we analyzed the relationship between the change of operating speeds and the accidents. The followings are resulted in this study. First, drivers tend to reduce speeds significantly before they reach a curve. And the lowest speed was recorded at the downstream of the Point of curve (PC) due to the limited sight-distance of drivers on curve. Second, the larger the change of operating speeds become, the greater frequency of accident was recorded. These results can be used for developing the safety index on highways to check the design consistency.

• Journal of Korean Tunnelling and Underground Space Association
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• v.7 no.1
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• pp.13-25
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• 2005

In general, tunnel ventilation is analyzed with the assumption of equal vehicular speed for both directions in bidirectional traffic tunnels. This practice is likely to result in minimizing the piston effects and cannot take into consideration the effects of real situations, since in most cases, speeds of vehicles moving in opposite directions are not equal. Therefore, The ultimate goal of this study is to review the effects of unequal vehicular speeds on the planning of local bidirectional tunnel ventilation. To apply unequal vehicular speed for the bidirectional tunnel ventilation plan, the following requirements are necessary; (1) Adoption of strict smoke concentration standards for 'free-flow & congested' traffic conditions, (2) Selection of an appropriate ratio of heavy directional traffic volume, and (3) Selection of reasonable stepwised magnitude of speed difference. Based on the importance of research topic, this study aims at comparing the differences of the capacity of ventilation equipment for the cases with equal and unequal vehicular speeds in local bidirectional tunnels.

• Journal of Navigation and Port Research
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• v.38 no.6
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• pp.585-591
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• 2014

The primary objective of the current work is to predict speed performance of the medium patrol boat over $F_N=0.5$ employing experimental materials based on the CFD before model tests. In other words, the predicted brake powers according to ship speeds are assessed satisfying the main engine capacity. The subject ships are selected the two different stern hull forms. The flow computation are conducted considering free surface and dynamic trim using a commercial CFD code(STAR-CCM+). The resistances of the bare-hull are obtained from CFD. Wave patterns, pressures and limiting streamlines on the hull and velocity distribution in the propeller plane for the two hull forms are compared using CFD. The effective powers of the object ships are assessed based on CFD. Resistance increase according to the attached appendages and quasi-propulsive efficiency are employed the experimental datas. Speed performance prediction method concerning high speed vessels like a medium patrol boat is developed employing CFD and experimental data.

• International Journal of Naval Architecture and Ocean Engineering
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• v.11 no.2
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• pp.883-898
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• 2019

This paper employs computational tools to predict power increase (or speed loss) and propulsion performances in waves of KVLCC2. Two-phase unsteady Reynolds averaged Navier-Stokes equations have been solved using finite volume method; and a realizable k-ε model has been applied for the turbulent closure. The free-surface is obtained by solving a VOF equation. Sliding mesh method is applied to simulate the flow around an operating propeller. Towing and self-propulsion computations in calm water are carried out to obtain the towing force, propeller rotating speed, thrust and torque at the self-propulsion point. Towing computations in waves are performed to obtain the added resistance. The regular short head waves of λ/LPP = 0.6 with 4 wave steepness of H/λ = 0.007, 0.017, 0.023 and 0.033 are taken into account. Four methods to predict speed-power relationship in waves are discussed; Taylor expansion, direct powering, load variation, resistance and thrust identity methods. In the load variation method, the revised ITTC-78 method based on the 'thrust identity' is utilized to predict propulsive performances in full scale. The propulsion performances in waves including propeller rotating speed, thrust, torque, thrust deduction and wake fraction, propeller advance coefficient, hull, propeller open water, relative rotative and propulsive efficiencies, and delivered power are investigated.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.5
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• pp.552-557
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• 2014

The objective of the This study is to access the speed performance employing the sea trial test and CFD with the our own designed and manufactured one-man boat. The overall design process including hull form design was explained. The sea trial was carried out with a manufactured boat in the clam sea. Brake power at the design speed of a boat through the sea trial was measured as 1680 W. The flow computation was conducted considering free surface and dynamic trim using a commercial CFD code(STAR-CCM+). The result of computation provided the information that residual resistance is bigger than fraction's at design speed. The total efficiency were predicted based on the sea trial and CFD. The Total efficiency was divided into shaft efficiency and quasi-propulsive efficiency. By using quasi-propulsive efficiency, it becomes possible to predict speed performance of boat in future. The results can provide information regarding hull form design, performance analysis and development of a boat in future.

• Bulletin of the Korean Chemical Society
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• v.33 no.5
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• pp.1686-1692
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• 2012

Densities (${\rho}$), Viscosities (${\eta}$) and ultrasonic speeds (u) of pure acetophenone (AP), propiophenone (PP), $p$-methyl acetophenone ($p$-MeAP), $p$-chloroacetophenone ($p$-ClAP) and those of their binary mixtures with $N$-ethyl aniline ($N$-EA) as a common component, were measured at 303.15 K over the entire composition range. These experimental data were used to calculate the excess volume $V^E$, deviation in ultrasonic speeds ${\Delta}u$, isentropic compressibility $K_s$, intermolecular free length $L_f$, acoustic impedance Z, deviations in isentropic compressibility ${\Delta}K_s$, deviation in viscosity ${\Delta}{\eta}$ and excess Gibbs free energy of activation of viscous flow ($G^{*E}$) at all mole fractions of $N$-ethyl aniline. These parameters, especially excess functions, are found to be quite sensitive towards the intermolecular interactions between component molecules. Theoretical values of viscosity of the binary mixtures were calculated using different empirical relations and theories. The relative merits of these relations and theories were discussed. The experimental results were correlated by using the polynomial proposed by Redlich-Kister equation.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2007.12a
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• pp.125-126
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• 2007

In this paper, the floating body with vertical plate is introduced with a study on the flow patterns and characteristics in around the floating body by using 2 frame particle tracking method. This paper introduce an analysis method to predict the characteristics if flow around the neighboring fields if Floating Body with vertical plate in order to investigate a high performance model. Flow visualization has conducted in a drcu1ating water channel by a high speed camera and etc. Flow phenomena according to turbulence intensity distribution and flow separation around the floating body with vertical plate were obtained by two-dimensional PIV system.

• The Bulletin of The Korean Astronomical Society
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• v.45 no.1
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• pp.52.4-53
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• 2020

It is less well known that the properties, especially the mass accretion rate, of accretion flow are affected by the angular momentum of accreting gas. Park (2009) found that the mass accretion rate \dot{m}, mass accretion rate in units of Bondi accretion rate, is inversely proportional to the angular momentum of gas λ, at the Bondi radius where gas sound speed is equal to the free-fall velocity and proportional to the viscosity parameter α, and also Narayan & Fabian (2011) found a similar relation, but the dependence of the mass accretion rate of the gas angular momentum is much weaker. In this work, we investigate the global solutions for the rotating Bondi flow, i.e., polytropic flow accreting via viscosity, for various accretion parameters and the dependence of the mass accretion rate on the physical characteristics of gas. We set the outer boundary at various radius r_{out}=10^3~10^5 r_{Sch}, where r_{Sch} is the Schwarzschild radius of the black hole. For a small Bondi radius, the mass accretion rate changes steeply, as the angular momentum changes, and for a large Bondi radius, the mass accretion rate changes gradually. When the accreting gas has a near or super Keplerian rotation, we confirm that the relation between the mass accretion rate and angular momentum is roughly independent of Bondi radius as shown in Park (2009). We find that \dot{m} is determined by the gas angular momentum at the Bondi radius in units of r_{Sch}c. We also investigate the solution for the rotating Bondi flow with the outflow. The outflow affects the determination of the mass accretion rate at the outer boundary. We find that the relation between the mass accretion and the gas angular momentum becomes shallower as the outflow strengthens.

• Journal of Korean Society of Transportation
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• v.22 no.5
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• pp.99-109
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• 2004

Most traffic congestion on a freeway occurs in the merge area, where conflicts between mainline traffic and on-ramp traffic are frequently generated. So far, research on the merge area has mainly dealt with free flow traffic and research on the congested traffic at the merge area is rare. This study investigates the relationships between mainline traffic and on-ramp traffic at three different segments of the merge area. For this purpose, new indicators based on such traffic variables as flow, speed, and density are used. The results show that a negative relationship exists between mainline and on-ramp flow. It is also found that the speed and the density of the right two lanes in the mainline traffic are significantly affected by the on-ramp flow. Based on the correlation analysis of the indicators, it is confirmed that the ramp influence area is the right two lanes of the freeway mainline. The revealed relationships between mainline and on-ramp traffic may help to analyze the capacity of the downstream freeway segment of the merging area in congested traffic. The findings of this studyalso provide a basis to develop a model that estimates the merge traffic volume in congested traffic, which is neither theoretically nor empirically sound in most other traffic flow models developed so far.

• Journal of Wetlands Research
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• v.23 no.3
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• pp.234-241
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• 2021

This paper contributes to the understanding of the effect of pulley on the performance of the vortex turbine in free water surface. The experimental work was to analyze the rotation, voltage and current of the turbine due to physical factors (vortex height, velocity, effective head, etc.) at flow rates ranging from 0.0069 to 0.0077 m³/s in the inlet channel. As a result, the experimental values showed that voltage, current and rotational speed of the vortex turbine decreased with increasing the pulley ratio regardless of the blade type. The efficiency of straight blade and twisted blade was 52 % at the gear ratio of 0.45, whereas the efficiency of small twisted blade was 54 % at the pulley ratio of 0.21. The highest amount of the energy generated by the water free vortex turbine occurred within a pulley ratio of 0.5. The efficiency of this vortex turbine was observed at 0.2 ~ 58 % depending on the pulley ratio.