• Proceedings of the Korea Committee for Ocean Resources and Engineering Conference
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• 2001.05a
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• pp.119-126
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• 2001

The potential pollution problems resulting from tanker collision necessitate the requirement for an effective structural design and the development of relevant safety regulation. During a few decades, the great effort has been made by International Maritime Organization and the Administration, etc, to reduce oil spillage from collision accidents. However there is still a need for investigation in the light of structural evaluation method for the experiments and rational analysis, and design development for an operational purpose of ships. This study is aimed at investigating a complicated structural response of bow structures of oil carriers for assessing the energy dissipation and crushing mechanics of striking vessel through a methodology of the numerical analysts for the various models and its design changes. Through this study an optimal bow construction absorbing great portion of kinetic energy in the least penetration depth prior to reach to the cargo area and an effective location of collision bulkhead are investigated. In order to obtain a rational results in this study, three stages of response analysis procedures are performed as follows; 1). 16 simplified ship models are used to investigate the structural response against bow collision with variation of primary and secondary members. Mass and speed are also varied in two conditions. 2). 21 models conisted of 5 size of full scaled oil carriers are used to perform the collision simulation with the various sizes and deadweight delivered in a recent which are complied with SOLAS and MARPOL. 3). 36 models of 100k oil carrier are used to investigate the structural response and its influence to the collision bulkhead against bow collision in variation with location of collision bulkhead, primary mombers, framing system and colliding conditions, etc.

• Journal of Ship and Ocean Technology
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• v.1 no.2
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• pp.1-10
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• 1997

The prediction of the total resistance of a ship is generally based on considering it to be a simple sum of the viscous resistance and the wave resistance. An experimental approach for predicting full-size ship resistance on this basis is practical but obviously has the deficiency that a model has to be built for each prototype of interest and the resulting tank tests are time consuming. On the other hand, purely theoretical calculations of the wave resistance, using, for example, the Michell theory, require relatively little computer time and give an excellent portrayal of the overall variation of the vessel resistance as a function of forward speed. Unfortunately, there are sufficient differences between this theory and the measured results to make this method impractical for design purposes. The proposal examined here is to use a data bank of experimental resistance results to modify the theoretical predictions. It is demonstrated that the technique will produce remarkably accurate resistance predictions and can take into account the effects of the water depth, any restriction of canal or river width, as well as the prismatic coefficient, and other geometric parameters.

• 한국해양학회지
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• v.24 no.3
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• pp.121-131
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• 1989

Cold water observed at sea surface near the southeastern coast of Korea in summers 1982 and 1983 was studied by using data of hydrography, sea level, wind and satellite image. In summer season when water column shows 3-layered structure a "full" upwelling occurs by southwesterly transient wind continuing for several days. During upwelling event, surface water of high temperature moved offshore, middle water of low temperature outcropped to the sea surface, and sea level was lowered, however, equilibrium depth of surface layer was not changed. It may be concluded that cold water at the surface originates from middle layer and strong surface front is a result of surfacing of seasonal thermocline. In order to see the relationship between position of surface front and wind input, a model of Csanady (1982) was applied in a rigid lid approximation. The results show that frontal position can be determined by wind input and water structure near the southeastern coast of Korea. Cold water in summer can appear at the sea surface only when there is wind larger than a minimum wind impulse of order $10m^2/sec$.

• Journal of Navigation and Port Research
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• v.34 no.6
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• pp.417-422
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• 2010

In this study, the resistance performances of barge are analyzed by model tests and computation using CFD to investigate the flow characteristics around a barge in still water. The model tests are carried out in infinite depth in Inha Technical College Circulation Tank to observe the resistance and the numerical simulations based on VOF(Volume of Fluid) method are performed to analyze the flow around the barge. We have selected two barge models to investigate the flow characteristics according to the different type of barges. The experiments are carried out with the models from 5kts to 10kts(designed speed 7kts) considering the effect of adverse and favorable current. The numerical simulations are performed to analyze the flow and resistance characteristics of barge in the full loaded condition with the target speed and compared with the experimental data to confirm the reliability of the numerical method. The result was that the difference of resistance with 25% occurred at low speed and EHP increased rapidly from 7kts.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.35 no.2
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• pp.118-128
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• 1999

The shape of the net mouth in a midwater trawl gear is examined by measuring towing speed, gear resistance, the width of otter boards, net height, and so on of a full-scale gear in operation. In addition, a mathematical model is developed to predict shapes of the net mouth. In the model, shapes of head, ground, side ropes, which governs the shape of net mouth, are assumed as a catenary. The validity of the model is tested with observations. The results can be summarized as follows: 1. The warp tension and vertical opening of the gear is highly dependent to the towing speed. The depth of the gear and width of otter boards are very sensitive to the variations of the warp length. 2. The model results indicate that the wing tip of the head and side ropes is reduced and the vertical distances of the head and side ropes sagged to the back with increasing towing speed. 3. The results of comparing the measured net height with calculated side rope height were satisfying. 4. The results of analysis showed the vertical axis of the net mouth was decreased and the width of the net mouth was little changed when the towing speed increased.

• Journal of Korean Society for Atmospheric Environment
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• v.30 no.2
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• pp.188-200
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• 2014

The IPCC 5th Assessment Report (Climate Change 2013: The Physical Science Basis) was accepted at the 36th Session of the IPCC on 26 September 2013 in Stockholm, Sweden. It consists of the full scientific and technical assessment undertaken by Working Group I. This comprehensive assessment of the physical aspects of climate change puts a focus on those elements that are relevant to understand past, document current, and project future of climate change. The assessment builds on the IPCC Fourth Assessment Report and the recent Special Report on Managing the Risk of Extreme Events and Disasters to Advance Climate Change Adaptation. The assessment covers the current knowledge of various processes within, and interactions among, climate system components, which determine the sensitivity and response of the system to changes in forcing, and they quantify the link between the changes in atmospheric constituents, and hence radiative forcing, and the consequent detection and attribution of climate change. Projections of changes in all climate system components are based on model simulations forced by a new set of scenarios. The report also provides a comprehensive assessment of past and future sea level change in a dedicated chapter. The primary purpose of this Technical Summary is to provide the link between the complete assessment of the multiple lines of independent evidence presented in the main report and the highly condensed summary prepared as Policy makers Summary. The Technical Summary thus serves as a starting point for those readers who seek the full information on more specific topics covered by this assessment. Warming of the climate system is unequivocal, and since the 1950s, many of the observed changes are unprecedented over decades to millennia. The atmosphere and ocean have warmed, the amounts of snow and ice have diminished, sea level has risen, and the concentrations of greenhouse gases have increased. Total radiative forcing is positive, and has led to an uptake of energy by the climate system. The largest contribution to total radiative forcing is caused by the increase in the atmospheric concentration of $CO_2$ since 1750. Human influence on the climate system is clear. This is evident from the increasing greenhouse gas concentrations in the atmosphere, positive radiative forcing, observed warming, and understanding of the climate system. Continued emissions of greenhouse gases will cause further warming and changes in all components of the climate system. Limiting climate change will require substantial and sustained reductions of greenhouse gas emissions. The in-depth review for past, present and future of climate change is carried out on the basis of the IPCC 5th Assessment Report.

• Journal of Ocean Engineering and Technology
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• v.33 no.2
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• pp.168-177
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• 2019

KRISO (Korea Research Institute of Ship & Ocean Engineering) started a project to develop the core algorithms for autonomous intervention using an underwater robot in 2017. This paper introduces the development of the robot platform for the core algorithms, which is an ROV (Remotely Operated Vehicle) type with one 7-function manipulator. Before the detailed design of the robot platform, the 7E-MINI arm of the ECA Group was selected as the manipulator. It is an electrical type, with a weight of 51 kg in air (30 kg in water) and a full reach of 1.4 m. To design a platform with a small size and light weight to fit in a water tank, the medium-size manipulator was placed on the center of platform, and the structural analysis of the body frame was conducted by ABAQUS. The robot had an IMU (Inertial Measurement Unit), a DVL (Doppler Velocity Log), and a depth sensor for measuring the underwater position and attitude. To control the robot motion, eight thrusters were installed, four for vertical and the rest for horizontal motion. The operation system was composed of an on-board control station and operation S/W. The former included devices such as a 300 VDC power supplier, Fiber-Optic (F/O) to Ethernet communication converter, and main control PC. The latter was developed using an ROS (Robot Operation System) based on Linux. The basic performance of the manufactured robot platform was verified through a water tank test, where the robot was manually operated using a joystick, and the robot motion and attitude variation that resulted from the manipulator movement were closely observed.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.39 no.3
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• pp.197-210
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• 2003

The non-float midwater pair trawl was effective in the mouth opening and control of the working depth in midwater and bottom. In contrast, we confirmed that it was difficult to keep the net at surface above 30 m of the depth by means of the full scale experiment in the field and the model test in the circulation water channel. To solve this problem, the kites were attached to the head rope of the non-float midwater pair trawl. In this study, four kinds of the model experiments were carried out with the purpose of applying the kite to the korean midwater pair trawl. The results obtained can be summarized as follows: 1. The working depth of the non-float midwater pair trawl with the kite was shallower than that of the proto type and non-float type. The working depth of the kite type was approximately 20m with 2 kites and about 5m with 4 kites under 4.0 knot. The working depth was almost constant but the depth of the head rope sank approximately 15m and 10m according to the increase in the front weight and the wing-end weight, respectively. The changing aspect of the working depth was constant, but the depth of the head rope sank approximately 22m according to the increase in the lower warp length (dL). 2. The hydrodynamic resistance of the kite type was almost increased in a linear form in accordance with the flow speed increase from 2.0 to 5.0 knot. The increasing grate of the hydrodynamic resistance tended to increase in accordance with the increase in flow speed. The hydrodynamic resistance of the kite type was larger approximately 5～10 ton larger than that of the non-float type and the proto type. The hydrodynamic resistance of the kite type increased approximately 3ton with the changing of the front weight from 1.40 to 3.50 ton and approximately 4 ton with the changing of the wing-end weight from 0 to 1.11 ton and approximately 5.5 ton with the changing lower warp length (dL) from 0 to 40 m, respectively. 3. The net height of the kite type was increased approximately 10 m with the change in the kite area from $2,270mm^2$ to 4,540 $\textrm{mm}^2$. The net height of the kite type was aproximately 50 m and 30 m larger than that of the proto type and the non-float type, respectively. The changed aspect of the net width was approximately 5m with the variation of the flow speed from 2.0 to 5.0 knot. 4. The filtering volume of the kite type was larger than that of the proto type and the non-float type by 28%, 34% at 2.0 knot of the flow speed and 42%, 41% at 3.0 knot, and 62%, 45% at 4.0 knot, and 74%, 54% at 5.0knot, respectively. The optimal towing speed was approximately 3.0 knot for the proto type and was over 4.0 knot for the non-float type, and the optimal towing speed reached 5.0 knot for the kite type. 5. The opening efficiency of the kite type was approximately 50% and 25% larger than that of the proto type and the non-float type, respectively.

• Journal of the Korean Society for Library and Information Science
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• v.48 no.3
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• pp.335-351
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• 2014

This study proposes a customized SNS operational strategy for special libraries based on a case study on the Ocean Science Library (OSL) of South Korea. The study conducted an in-depth analysis on an organizational structure, manpower, contents, and promotion. The outcome of SNS operational strategy deducted from this study can be categorized into several items, including: (1) a selection of an appropriate SNS channel, which meets the objective of the operation; (2) a formal division of works for SNS operation; (3) a designation of full-time managers and an establishment of a task force team; (4) a specialization of contents according to specific subjects; (5) on/off-line promotions focused on events, which encourage participations; (6) an improvement of contents through regular log analyses; and (7) a promotion of library website access through SNS, and so on. This research also suggested the strategies for the development of SNS operation: strengthening of communication and cooperation among librarians; distribution of academic and research outcomes of the umbrella organization; enhancement of a role as a communication channel between librarians and users, and carry out a role as a 'social curator.'

• Journal of Coastal Disaster Prevention
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• v.5 no.4
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• pp.163-172
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• 2018

To propose the design technique and the execution manual of the LWFS(Lightweight Foamed Soil) method using dredged soil, the operation system for the test-bed integrated management, and to establish an amendment for the domestic quantity per unit and specifications, and a strategy for its internationalization. In order to utilize the dredged soil from the coastal area as a construction material, we constructed the embankment with LWFS on soft ground and monitored its behavior. As a result, it can be expected that the use of LWFS as an embankment material on the soft ground can improve the economic efficiency by reducing the depth and period of soil improvement as well as the uses of nearby dredged soil. To verify the utilization of the dredged soil as a material for light-weighted roadbed, soft ground and foundation ground, and surface processing, perform an experimental construction for practical structures and analyze the behavior. It is expected to be able to improve the soft ground with dredged soil and develop technique codes and manuals of the dredged soil reclamation by constructing a test-bed in the same size of the fields, and establish the criteria and manual of effective dredged soil reclamation for practical use. The application technology of the dredged soil reclamation during harbor constructions and dredged soil reclamation constructions can be reflected during the working design stage. By using the materials immediately that occur from the reclamation during harbor and background land developments, the development time will decrease and an increase of economic feasibility will happen. It is expected to be able to apply the improved soil at dredged soil reclamation, harbor and shore protection construction, dredged soil purification projects etc. Future-work for develop the design criteria and guideline for the technology of field application of dredged soil reclamation is that review the proposed test-bed sites, consult with the institutions relevant with the test-bed, establish the space planning of the test-bed, licensing from the institutions relevant with the test-bed, select a test-bed for the dredged soil disposal area.