• Journal of the Korean Society for Marine Environment & Energy
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• v.17 no.2
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• pp.81-89
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• 2014

The present study aims to design an optimized hull shape of a floating pendulum-type wave energy converter(WEC). The purpose of these structure is to improve the performance and stability of the WEC by reducing its motion under operating and survival wave conditions. In this study, motion reduction structures, like restoring and dampling plates were installed on a floating pendulum WEC that has been the subject of previous studies. Restoring plates were installed to increase the restoring force and shift the natural period to a shorter period. Damping plates were installed to shift the natural period to a longer period by increasing the added mass. The effects of the structures were then analyzed under different incident wave conditions. The design parameters for the motion reduction structures were size, shape, and installed position. The wave-induced motion characteristics and performance of the floating pendulum WEC were also investigated numerically. Based on the simulation results, we are able to optimize the motion reduction structure of the WEC, thus improving its efficiency and durability.

• Journal of Navigation and Port Research
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• v.41 no.6
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• pp.451-466
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• 2017

Deep-sea fishing vessel No. 501 Oryong was fully flooded through its openings and sunk to the bottom of the sea due to the very rough sea weather on the way of evasion after a fishing operation in the Bearing Sea. As a result, many crew members died and/or were missing. In this study, a full-scale ship flooding sinking simulation was conducted, and the sinking process was analyzed for the precise and scientific investigation of the sinking accident using highly advanced Modeling & Simulation (M&S) system of Fluid-Structure Interaction (FSI) analysis technique. To objectively secure the weather and sea states during the sinking accident in the Bering Sea, time-based wind and wave simulation at the region of the sinking accident was carried out and analyzed, and the weather and sea states were realized by simulating the irregular strong wave and wind spectrums. Simulation scenarios were developed and full-scale ship and fluid (air & seawater) modeling was performed for the flooding sinking simulation, by investigating the hull form, structural arrangement & weight distribution, and exterior inflow openings and interior flooding paths through its drawings, and by estimating the main tank capacities and their loading status. It was confirmed that the flooding and sinking accident was slightly different from a general capsize and sinking accident according to the simple loss of stability.

• Journal of Navigation and Port Research
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• v.39 no.6
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• pp.465-472
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• 2015

SEEMP (Ship Energy Efficiency Management Plan) guidelines for a ship's GHG reduction include a machinery modification of hull, an installation of energy efficiency enhanced attachment in hardware methods. It is also possible to bring a ship energy efficiency improvement by fuel-efficient operations or in other software methods. Hardware modification or installation on ship can bring financial burdens to a ship company compared to its improvement expectation. On the other hand, Software based energy-saving technology can be applicable on various ship types, and it is also expected high efficiency of ship energy use compared to hardware based technology in perspective of the investment costs and efficiency. In this paper, it is described that the ship handling simulator based evaluation was carried out using representative ship model of bulk, container and VLCC. Simulation environments were separated into 6 conditions according to the sea-state and weather condition, and the operation results were compared with those before and after energy saving system applied The container ship showed the largest FOC save rate after energy saving system applied although the others also showed energy save rate after using the system.

• Journal of Navigation and Port Research
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• v.44 no.3
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• pp.145-150
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• 2020

The ship motion of large LNG ships affects ships' safety. The purpose of this study was to estimate the transfer function of roll motion among the hull motion of 153,000 m3 class LNG vessels. The ship motion transfer function was modeled using a Linear Time-Invarient system with single input, single output, and transfer function. The transfer function of the ship motion was estimated by the system identification method using single ocean wave as input of the model, and using the roll motion of the LNG ship obtained through ANSYS as the output of the model. The usefulness of the experimental results was evaluated using the precision and estimation rate of the model for cases wherein the different transfer function dimensions. Results of the experiment showed a precision at 99% and 98%, with estimation rate at 78% and 50%. From these results, we found the proposed method of estimating the transfer function of ship motion in this study reasonable. In the future, data of ship motion in actual sea conditions will be acquired and it will be applied to make the construction of models with multiple inputs and multiple outputs for practical use.

• Archives of Plastic Surgery
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• v.38 no.5
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• pp.576-584
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• 2011

Purpose: The shape and location, the amount of the wound and the characteristics of the remaining tissues are known to influence wound contraction. The previous studies using small animals have not been an appropriate model because the wound healing mechanisms and skin structures are different from those of the human. The purpose of this study is to evaluate wound contraction according to the shape and location of the wound using a $Micropig^{(R)}$. Methods: Four $Micropigs^{(R)}$ (Medikinetics, Pyeongtaek, Korea) that were 10 months of age weighed 25 kg were used. Full thickness skin defects were made by clearing all the tissues above the fascial layer in the shape of square, a regular triangle and a circle of 9 $cm^2$ each on the back around the spine. Eight wounds were created on the back of each pig, 50 mm apart from each other. The randomly chosen wound shapes included 11 squares, 11 regular triangles, and 10 circles. Wound dressing was done every other day with polyurethane foam. The wound size was measured using a Visitrak $Digital^{(R)}$ (Smith & Nephew, Hull, UK) on every other day after surgery from day 2 to day 28. A biopsy was performed on day 3, and 1, 2, 3 and 4 weeks to investigate the degree of acute and chronic inflammation, the number of microvesssel and myofibroblast density using H & E stain and immunohistochemistry. The wound contraction rate was calculated to figure out the differences among each of the shapes and the locations. Results: The ultimate shape of the circle wound was oval, and that of the regular triangle and square were stellate. The maximum contraction rate was obtained on 8 to 10 days for all the shapes, which corresponds with the immunohistochemical finding that myofibroblast increases in the earlier 2 weeks whereas it decreases in the later 2 weeks. Epithelialization was seen in the wound margin on day 7 and afterwards. The final wound contraction rates were highest for the regular triangle shapes; however, there were no statistically significant differences. The wound contraction rates by locations showed statistically significant differences. The wound in the cephalic area presented more contractions than that of the wounds in the caudal area. Conclusion: The location of a wound is more important factor than the wound shape in wound contraction.

• Korean Journal of Soil Science and Fertilizer
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• v.33 no.5
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• pp.361-368
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• 2000

This study was carried out to investigate the influence of artificial zeolite on the change of temperature, gas emission, water content and chemical properties during the composting process with the mixture of animal feces, broken bark and extruded rice hull. Artificial zeolite was added 0, 0.5, 1, 3 and 5% volume of the raw composting material, and proceeded 1.2m every day with mobile stacking escalator. Temperature was increased, and water content was decreased in the composting pile by addition of artificial zeolite. This caused to accelerate decomposition of organic matter during composting. $NH_3$ was emitted the highest at 6th day after stacking, then decreased gradually. And addition of artificial zeolite caused to decrease greatly in $NH_3$ emission from composting pile. As result of this, content of nitrogen in the compost was increased by addition of artificial zeolite. Emission of $CH_4$ was the highest at early stacking stage, and that was decreased drastically at 8th day. Emission of $CH_4$ was also decreased greatly by addition of artificial zeolite at 5th days after stacking. It may be resulted from adsorption of $CH_4$ into the molecular sieve structure of artificial zeolite and low water content by high temperature fermentation.

• Korean Journal of Soil Science and Fertilizer
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• v.44 no.4
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• pp.527-533
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• 2011

Decomposition of compost applied to soils is affected basically by its biological stability; but, many other chemical properties of the compost may also influence compost organic-C mineralization. This study was conducted to investigate the principal substrate quality factors of composts that determine C mineralization of compost with similar stability degree (SD). Three composts samples with similar SD but different chemical properties such as pH, C/N, $K_2SO_4$-extractable C, and molar ratio of $NH_4^+$ to $NO_3^-$ were mixed with an acid loamy soil and $CO_2$ emission was monitored during the laboratory incubation for 100 days. Temporal pattern of cumulative compost organic-C mineralization expressed as % of total organic C ($C_{%\;TOC}$) followed double exponential first order kinetics model and the $C_{%\;TOC}$ ranged from 4.8 to 11.8% at the end of incubation. The pattern of C%TOC among the composts was not coincident with the SD pattern (40.1 to 58.6%) of the composts; e.g. compost with the lowest SD resulted in the least $C_{%\;TOC}$ and vice versa. This result indicates that SD of compost can not serve as a concrete predictor of compost mineralization as SD is subject not only to maturity of compost but also to characteristics of co-composting materials such as rice hull (low SD) and sawdust (high SD). Meanwhile, such pattern of $C_{%\;TOC}$ collaborated with pH, C/N, $K_2SO_4$-extractable C, and molar ratio of $NH_4^+$ to $NO_3^-$ of the composts that are regarded as chemical indices of the progress of composting. Therefore, for better prediction of compost mineralization in soils, it is necessary to consider both SD and other chemical indices (pH, C/N, and molar ratio of $NH_4^+$ to $NO_3^-$).

• Korean Journal of Medicinal Crop Science
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• v.21 no.5
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• pp.334-341
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• 2013

Studies were carried to evaluated the influence of storage method by temperatures and fillers on yield and quality of seed rhizome in turmeric. Seed rhizome was stored at styrofoam box filled with rice hull and sand (3:1) or vermiculite for 30, 60 and 90 days at different temperatures (5, 10 and $15^{\circ}C$. compared to traditional method (rhizome only). Parameters were obtained for weight loss, cold injury, percentage of decayed in stored rhizome during storage periods. Also, the germination, growth pattern and yield from stored rhizome has been investigated. It was confirmed that storage of turmeric in stored with filled with vermiculite helps in prevention of rhizomes from microbial and fungal attack. The storage of rhizomes in styrofoam box without any filler at low temperature below $10^{\circ}C$. is not advocated due to heavy losses weight and decayed in management of postharvest for turmeric rhizome. Germination percentage, growth pattern and yield was maximum for rhizomes stored at styrofoam box filled with vermiculite for 90 days at $15^{\circ}C$. The paper outlines a brief attempt to assess the efficacy of non-chemical methods including optimal storage method (temperature and filler) of control of decay and moisture losses during storage of turmeric.

• Journal of Animal Environmental Science
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• v.11 no.1
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• pp.55-60
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• 2005

This study was conducted to determine the odor reduction efficiency of a biofilter desist using different filter materials. The summary of results are as follows; 1. The airflow penetration rate of the different filter materials namely; rice straw, woodchips, rice hulls and sawdust were 0.72 m/s, 0.64 m/s, 0.48 m/s and 0.17 m/s, respectively. 2. The elimination of $NH_3$ gas was fastest in the rice hull at a rate of 4 mg/${\iota}$ followed by sawdust, woodchips and rice straw at 3 mg/${\iota}$, 3 mg/${\iota}$ and 7 mg/${\iota}$, respectively. 3. The filter material made of wood chips was able to eliminate the offensive gas known as $H_2S$ at a rate of 2.2 mg/${\iota}$ on the 7th day, 17.6 mg/${\iota}$ on the 21st day but decreased to 10.7 mg/${\iota}$ on the 36th day. In contrast, the filter material composed of sawdust had a continuous increase in the reduction of $H_2S$ at a rate of 12.3 mg/${\iota}$ on the 7th day, 18.3 mg/${\iota}$ on the 21st day and 20.1 mg/${\iota}$ on the 36th day. The above findings indicated that among the filter materials, sawdust was the most effective in absorbing $H_2S$. Airflow penetration rate can be related to $H_2S$ odor elimination efficiency as shown by the slowest airflow rate of sawdust which is only 0.17 m/s.

• Journal of Ocean Engineering and Technology
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• v.34 no.5
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• pp.294-303
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• 2020

This study discusses data collection, calculation of wind and wave-induced resistance, and speed-power analysis of an 8,600 TEU container ship. Data acquisition system of the ship operator was improved to obtain the data necessary for the analysis, which was accomplished using SPA (Ship Performance Analysis, Park et al., 2019) in conformation with ISO15016:2015. From a previous operation profile of the container, the standard operating conditions of mean draft were 12.5 m and 13.6 m, which were defined with the mean stowage configuration of each condition. Model tests, including the load-variation test, were conducted to validate new ship performance and for the speed-power analysis. The major part of the added resistance of container ship is due to the wind. To check the reliability of wind-resistance calculation results, the resistance coefficients, added resistance, and speed-power analysis results using the Fujiwara regression formula (ISO15016:2015) and Computational fluid dynamics (Ryu et al., 2016; Jeon et al., 2017) analysis were compared. Wind speed and direction measured using an anemometer were used for wind-resistance calculation and the wave resistance was calculated using the wave-height and direction-data from weather information. Also, measured water temperature was used to calculate the increase in resistance owing to the deviation in water density. As a result, the SPA analysis using measured data and weather information was proved to be valid and able to identify the ship's resistance propulsion performance. Even with little difference in the air-resistance coefficient value, both methods provide sufficient accuracy for speed-power analysis. The differences were unnoticeable when the speed-power analysis results using each method were compared. Also, speed-power analysis results of the 8,600 TEU container ship in two draft conditions show acceptable trends when compared with the model test results and are also able to show power increase owing to hull fouling and aging. Thus, results of speed-power analysis of the existing 8,600 TEU container ship using the SPA program appropriately exhibit the characteristics of speed-power performance in deal conditions.