• Journal of the Society of Naval Architects of Korea
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• v.32 no.1
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• pp.118-131
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• 1995

The shock fracture analysis for the structures of navy vessels subject to underwater explosions or of high speed vessels frequently subject to impact loads has been carried out in two steps such as the global or macro analysis and the fine or micro analysis. In the macro analysis, Doubly Asymptotic Approximation(DAA) has been applied. The three main failure modes of structure members subject to strong shock loading are late time fracture mode such as plastic large deformation mainly due to dynamic plastic buckling, and the early time fracture mode such as tensile tearing failure or transverse shear failure. In this paper, the tensile tearing failure mode is numerically analyzed for the micro analysis by calculating the dynamic stress intensity factor $K_I(t)$, which shows the relation between stress wave and crack propagation on the longitudinal stiffener of the model. Especially, in calculating this factor, the numerical caustic method developed from shadow optical method of caustic well known as experimental method is used. The fully submerged vessel is adopted for the macro analysis at first, of which the longitudinal stiffener, subject to early shock pressure time history calculated in macro analysis, is adopted for the micro analysis.

• KSBB Journal
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• v.16 no.5
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• pp.516-522
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• 2001

The large-scale production of antibiotics by filamentous mycelial organism requires and adequate supply of dissolved oxygen. In terms of productivity, it means that oxygen transfer is the rate-limiting step. Therefore, the oxygen transfer coefficients(K$\_$L/A) were determined in a broth involving a filamentous mycelial organism such as Streptomyces avermitilis for use in fermentations. To determine (K$\_$L/A) inn a stirred vessel, a great deal of effort is required to provide all the cells with a sufficient oxygen supply. To overcome the oxygen limitation in a batch culture, a fed-batch culture was applied to control the growth rate by an intermittent supply of nutrients. Thus, it was possible to maintain a suitable dissolved oxygen concentration at a low agitation rate. The optimal agitation speed was 350 rpm at low cell concentrations (below 7 g/L) by considering the efficiency of agitation and shear stress. The (K$\_$L/A) was found to decrease from 64.26 to 29.21h.$\^$-1/ when the biomass concentration was increased from 9.82 to 12.06 g/L. In addition, and increase in viscosity was also observed during the growth phase. By comparing the (K$\_$L/A) values for the various agitation and aeration rates, it was found that the effect of an increase in (K$\_$L/A) by aeration was reduced dramatically at high biomass concentrations. However, this effect was not observed when altering the agitation rate. This suggests that controlling the dissolved oxygen concentration by altering the agitation rate was more efficient than increase the aeration rate.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.1
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• pp.74-81
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• 2016

Because most of the passengers are not accustomed with onboard environments, it is very important to analyze and predict the behaviors' characteristics of passengers under disasters' conditions, and apply those results for making countermeasures. On this view point, this study focused on the walking characteristics of onboard-novices are tested and analyzed under blackout condition that has high possibility to happen. As a result, comparing to under normal lighting conditions, the waking times under blackout conditions are 155.8~247.1 % longer on full path, 56.9~331.7 % on corridors, 75.3~152.9 % on stairs, respectively. And under the same blackout conditions, walking times in cases of the exit guidance marks being attached on top side of walls saved times, like 21.6~24.0 % on full path, 37.7~58.9 % on corridors, 18.7~19.2 % on stairs, comparing to the cases of exit guidance marks being not attached. On the other hand, after tests under without exit guidance marks, 60.7% among respondents answered that internal structures like wall/stair (35.7 %) and handrail (25 %) are very helpful to decide way findings, and 28.6 % selected personal instincts is important. But 50 % responded that exit guide marks are effective to find ways, after the tests under with exit guidance marks.

• Journal of the Society of Naval Architects of Korea
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• v.36 no.2
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• pp.9-21
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• 1999

The waterjet is very widely used today in propulsion system of high speed vessel but manufacturer is limited because of an efficiency and a difficulty of a manufacture on the inlet configuration of the waterjet. The importancy in designing the inlet configuration of the waterjet lies on the minimization of the cavitation which is largely affecting the efficiency. In this paper, the configuration analysis is carried out to find a optimum shape which is minimizing the cavitation using a two dimensional potential-based panel method with an inlet configuration of a flush type. Also, it is developed a direct design method finding an inlet configuration by a given pressure distributions. The numerically obtained optimum shape using this configuration analysis method show a good agreement compared to the Kashiwadani's results. It is carried out a direct design method over a lip and a ramp of an inlet configuration wish pressure distributions obtained a result of the configuration analysis and the results show a good agreement compared to original configuration.

• Nuclear Engineering and Technology
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• v.49 no.1
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• pp.54-70
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• 2017

The accumulator is a passive safety injection device for emergency core cooling systems. As an important safety feature for providing a high-speed injection flow to the core by compressed nitrogen gas pressure during a loss-of-coolant accident (LOCA), the accumulator injects its precharged nitrogen into the system after its coolant has been emptied. Attention has been drawn to the possible negative effects caused by such a nitrogen injection in passive safety nuclear power plants. Although some experimental work on the nitrogen injection has been done, there have been no comparative tests in which the effects on the system responses and the core safety have been clearly assessed. In this study, a new thermal hydraulic integral test facility-the advanced core-cooling mechanism experiment (ACME)-was designed and constructed to support the CAP1400 safety review. The ACME test facility was used to study the nitrogen injection effects on the system responses to the small break loss-of-coolant accident LOCA (SBLOCA) transient. Two comparison test groups-a 2-inch cold leg break and a double-ended direct-vessel-injection (DEDVI) line break-were conducted. Each group consists of a nitrogen injection test and a nitrogen isolation comparison test with the same break conditions. To assess the nitrogen injection effects, the experimental data that are representative of the system responses and the core safety were compared and analyzed. The results of the comparison show that the effects of nitrogen injection on system responses and core safety are significantly different between the 2-inch and DEDVI breaks. The mechanisms of the different effects on the transient were also investigated. The amount of nitrogen injected, along with its heat absorption, was likewise evaluated in order to assess its effect on the system depressurization process. The results of the comparison and analyses in this study are important for recognizing and understanding the potential negative effects on the passive core cooling performance caused by nitrogen injection during the SBLOCA transient.

• Journal of Korea Port Economic Association
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• v.39 no.2
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• pp.41-57
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• 2023

The drybulk shipping market has high freight rate volatility in the chartering market and various and complex factors affecting the market. In the unstable economic situation caused by the COVID-19 pandemic in 2020, the BDI plunged due to a decrease in trade volume, but turned from the end of 2020 and maintained a booming period until the end of 2022. The main reason for the market change is the decrease in the available fleet that can actually be operated for cargo transport due to port congestion by the COVID-19 pandemic, regardless of the fleet and trade volume volatility that have affected the drybulk shipping market in the past. A decrease in the actual usable fleet due to vessel waiting at port by congestion led to freight increase, and the freight increase in charting market led to an increase in second-hand ship and new-building ship price in long-term equilibrium relationship. In the past, the drybulk shipping market was determined by the volatility of fleet and trade volume. but, in the future, available fleet volume volatility by pandemics, environmental regulations and climate will be the important factors affecting BDI. To response to the IMO carbon emission reduction in 2023, it is expected that ship speed will be slowed down and more ships are expected to be needed to transport the same trade volume. This slowdown is expected to have an impact on drybulk shipping market, such as a increase in freight and second-hand ship and new-building ship price due to a decrease in available fleet volume.

• Investigative Magnetic Resonance Imaging
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• v.1 no.1
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• pp.94-102
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• 1997

Purpose: There have been some efforts to diagnose intracranial aneurysm through a non-invasive method using MRA, although the process may be difficult when the lesion is less than 3mm. The present study prospectively compares the results of high resolution, fast speed slice interpolation MRA and DSA thereby examing the potentiality of primary non-invasive screening test. Materials and Methods: A total of 26 cerebral aneurysm lesions from 14 patients with subarachnoid hemorrhage from ruptured aneurysm (RA) and 5 patients with unruptured aneurysm(UA). In all subjects, MRA was taken to confirm the vessel of origin, definition of aneurysm neck and the relationship of the aneurysm to nearby small vessels, and the results were compared with the results of DSA. The images were obtained with 1.5T superconductive machine (Vision, Siemens, Erlangen, Germany) on 4 slabs of MRA using slice interpolation. The settings include TR/TE/FA=30/6.4/25, matrix $160{\times}512$, FOV $150{\times}200$, 7minutes 42 seconds of scan time, effective thickness of 0.7 mm and an entire thickness of 102. 2mm. The images included structures from foramen magnum to A3 portion of anterior cerebral artery. MIP was used for the image analysis, and multiplanar reconstruction (MPR) technique was used in cases of intracranial aneurysm. Results: A total of 26 intracranial aneurysm lesions from 19 patients with 2 patients having 3 lesion, 3 patients having 2 lesions and the rest of 14 patients having 1 lesion each were examined. Among those, 14 were RA and 12 were UA. Eight lesions were less than 2mm in size, 9 lesions were 3-5mm, 7 were 6-9mm and 2 were larger than IOmm. On initial exams, 25 out of 26 aneurysm lesions were detected in either MRA or DSA showing 96% sensitivity. Specificity cannot be estimated since there was no true negative of false positive findings. When MRA and MPR were used concurrently for the confirmation of size and shape, the results were equivalent to those of DSA, while in the confirmation of aneurysm neck and parent vessels, the concurrent use of MRA and MPR was far superior to the sole use of either MRA or DSA. Conclusion: High resolution MRA using slice interpolation technique showed equal results as those of DSA for the detection of intracranial aneurysm, and may be used as a primary non-invasive screening test in the future.