• Journal of Advanced Navigation Technology
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• v.21 no.6
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• pp.537-543
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• 2017

Underwater glider is the long-term operating underwater robot that was developed with a purpose of continuous oceanographic observations and explorations. Torpedo-type underwater glider is not efficient from an aspect of maneuverability, because it uses a single buoyancy engine and motion controller for obtaining propulsive forces and moments. This paper introduces a ray-type underwater glider(RUG) with dual buoyancy engine, which improves the control performance of buoyancy and motion compared with torpedo-type underwater glider. Carrying out Computational Fluid Dynamics (CFD) analysis as static pitch drift test, the performance of fluid resistance for gliding motion was identified. Based on the calculated hydrodynamic coefficients, the dynamic simulation compared and analyzed the motion performance of torpedo-type and ray-type while controlling same volume of buoyancy engine. Small-sized model of RUG was developed to perform fundamental performance tests.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.24 no.1
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• pp.22-29
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• 1988

In order to investigate the shearing efficiency of the Danish sein net using in the sea area of korea, the autors carried out a models of prototype net, and the nets on which the canvas attached to the rear part of the square and to the extension wing of the prototype net, respectively. The model net is made of scale of 1/35 according to Tauti's Law of similarity on fishing gear. The result obtained are as follows: 1. The hydrodynamic resistance increased the maximum 30% in case of the canvas attached to the square, and decreased the maximum 35% in case of the canvas attached to the extension wing in comparison with prototype net. 2. The height of net mouth increased the maximum 12% in case of the canvas attached to the square, and decreased the maximum 5.8% in case of the canvas attached to the extension wing in comparison with prototype net. 3. The width of net mouth decreased the maximum 4% in case of the canvas attached to the square, and increased the maximum 8.4% in case of the canvas attached to the extension wing in comparison with prototype net. 4. The projective area of net mouth increased the maximum 13.6% in case of the canvas attached to the square and increased the maximum 11.8% in case of the canvas attached to she extension wing in comparison prototype net.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.25 no.1
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• pp.6-11
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• 1989

Some distinctive defects in the conventional stow net were examined and presented in the previous report of this series. To find out the more effective gear by correcting the defects, the authors carried out another experiment by using a newly designed gear. 1. Special features of the newly designed gear are: (1) stretched width of front end on top, bottom and side panel are decreased 20%, on the other hand, the frank of the panels are increased 10% compared with the conventional gear. Front end of top and bottom panels are bias cutten up to 20% of the length of panels. (2) Length of the head rope and ground rope are shortened 6% by changing of the shape of the top and bottom panels. (3) Lacing lines are attached to four longitudinal seaming lines with suitable hanging ratio. (4) Stretched height of the shearing device were shortened 17%, and the buoyancy on top of the device were increased 20%. (5) Length of the biforked pendants were arranged to be shorter on top-most and bottom-most ones, and loner on middle ones. 2. The observed result can be expressed as (1) Wrinkles in the front end of top panels are removed and fringe line of panels become smooth. (2) Opening height of mouth is observed 3% higher than that of the conventional gear. (3) Opening width is 1.5 to 1.6 times wider than that of the conventional gear. (4) Hydrodynamic resistance is decreased 10%-17%.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.6
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• pp.613-619
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• 2017

Recently, the size of container ships has been progressively increasing, and much attention is required for safe navigation in shallow areas such as coastal waters and ports due to increases in draft. It is necessary to understand the characteristics of ship motion not only in still waters but also with waves. Especially in shallow regions, squat due to the vertical movement of the ship can be an important evaluation factor for the safe navigation, and wave drift force acting in the horizontal direction can have a great influence on the maneuverability of a ship. In this study, a numerical simulation using computational fluid dynamics has been performed for the wave exciting force acting in the vertical direction and the wave drift force acting in the horizontal direction for a very large container vessel sailing in shallow zone. As a result, it was found that total resistance in still waters greatly increased in shallow water. Wave drift force was shown to decrease given longer wavelengths regardless of water depth. It was observed that the wave exciting force in shallow water was considerably larger than at other water depths. As wave height against the central part of the ship lowered, the aft side rose.

• Journal of the Society of Naval Architects of Korea
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• v.56 no.1
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• pp.34-46
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• 2019

This paper provides the numerical results for the self-propulsion performance in waves of a car ferry vessel with damage in one of its twin-screw propulsion systems without flooding the engine room. The numerical simulations were carried out according to the Safe Return to Port (SRtP) regulation made by the Lloyd's register, where the regulation requires that damaged passenger ships should have an ability to return to port with a speed of 6 knots in a Beaufort 8 sea condition. For the validation of the present numerical analysis study, the resistance performance and the self-propulsion performance of the car ferry in intact and damaged conditions in calm water were calculated, which showed a satisfactory agreement with the model test results of Korea Research Institute of Ship and Ocean engineering (KRISO). Finally, the numerical simulation of self-propulsion performance in waves of the damaged car ferry ship was carried out for a normal sea state and for a Beaufort 8 sea state, respectively. The estimated average Brake Horse Power (BHP) for keeping the damaged car ferry ship advancing at a speed of 6 knots in a Beaufort 8 sea state reached about 47% of BHP at MCR condition or about 56% of BHP at NCR condition of the engine determined at the design state. In conclusion, it can be noted that the engine power of the damaged car ferry ship in single propulsion condition is sufficient to satisfy the SRtP requirement.

• Land and Housing Review
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• v.13 no.1
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• pp.141-150
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• 2022

Responding to the increasing demand for research on seismic resistance of structures triggered by a large-scale earthquake in Korea, the Ministry of the Interior and Safety revised the typical application of the existing seismic design standards with the national seismic performance target enhanced. Therefore, in this paper, the dam body of the aged Test-Bed and the penstock with fluid were modeled by the three-dimensional finite element method by introducing several variables. The current seismic design standard law confirmed the safety of the dam structure and penstock against seismic waves. As a result of the 3D finite element analysis, the stress change due to the water impact of the penstock was minimal, and it was confirmed that the effect of the hydraulic pressure was more significant than the water impact in the earthquake situation. When the hydrostatic pressure is in the form of SPH, it was analyzed that the motion of the fluid and the location of stress caused by the earthquake can be effectively represented, and it will be easier to analyze the weak part. As a result of the analysis, which considers penstock's corrosion, the degree of stress dispersion gets smaller because the penstock is embedded in the body. The stress result is minimal, less than 1% of the yield stress of the steel. In addition, although there is a possibility of micro-tensile cracks occurring in the inlet of the dam, it has not been shown to have a significant effect on the stress increa.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.24 no.2
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• pp.55-64
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• 1988

Stow nets have widely been used in the western sea of Korea from the olden age. The original structure of a stow net is a large square-sectional bag net made of 4 netting panels, and the front fringes of top and bottom panels are connected to the top and bottom beams respectively. Wire ropes, which is originated from the holding anchor are gradually forked and biforked, and finally 4 pieces of wire rope (biforked pendants) are jointed to each beam. Much convenience caused by long and heavy beams were problemed, then some studies have been carried out to improve the net since 1930's. The most effective improvement were achieved in 1980 by Mr. Han and his colleagues. The key point of improvement was that the beams were removed and the belt shaped shearing device made by canvas was attached to the side panels, the head rope and ground rope to the front fringe of top and bottom panel, and biforked pendants are joined to the shearing device. Even though this is the epoch-making improvement of a stow net, the further study should be required to find out more effective method. The authors carried out a model experiment on the stow net to determine the vertical and horizontal opening of a net mouth, and also examine the front, top and side-view configuration of the net. The model net was constructed depending on the Similarity Law of Fishing Gear in 1/10 and 1/20 scale and set against to the current at shallow and speedy flowing channel. The vertical and horizontal openings were determined by using scaled bamboo poles, and the configuration was observed by using specially prepared observation platform and underwater observation glass, and also photographed by using specially prepared underwater photographic equipment. The results obtained can be summarized as follows: 1. The opening height and width of the shearing device varied in accordance with the relative length of the biforked pendants. Considering the height and width of shearing device in 6 cases of the arrangement system of biforked pendants, the best result was obtained in the case that the 2nd, 3rd and 4th pendents from the bottom-most was 5%, 9% and 4% longer than that. 2. On the top-view configuration the excessive deformation of head rope and ground rope were observed. In the actual net, 54m long head rope and ground rope were attached to the front fringe of top and bottom panels so that the head rope may be lifted to make the net mouth open highly. But actually the head rope and the ground rope are streamed backward without any lift, and also the netting followed the ropes were deformed until the 2/5 in the whole length of the net. This deformation may be guessed to disturb the entrance of fish school into the net and also caused the net to get caught by obstacles in the sea bed and to be broken largely. 3. Hydrodynamic resistance R of the actual net may be deduced as R(kg)=29.2$\times$103 v1.65. It is also expressed as R(kg)=5.9$\times$d/l$\times$ab v1.65. depending on the formula deduced by Koyama to estimate the resistance of trawl nets, where d/l denote the ratio between diameter of netting twine and length of mesh leg in every part of side panel, a and b, the stretched circumference of the mouth and the stretched length of the net, respectively.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.39 no.1
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• pp.33-43
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• 2003

The midwater pair trawl which is being used at present in Korea have several problems. Firstly, it is difficult to control the net height on high towing speed. Secondly, net breaking often occurs owing to floats and thirdly, the volume of net on the net drum is so large. This study is aiming for examining the possibility of application for the Korean midwater pair trawl through the model experiment of non-float midwater pair trawl. The model of non-float midwater pair trawl was manufactured as 1/100 of the full scale net which is being used in bottom pair trawl for 850ps class considering the Tauti's Similarity law. The model experiment was carried out to analyze the opening efficiency according to the variation of lower warp length and the opening efficiency was investigated between th proto type and non-float type. The results obtained can be summarized as follows ; 1. The hydrodynamic resistance of non-float type was about 10~20% smaller than that of the proto type and it increased about 1ton according to the increase of dL at the condition of the same flow speed. The resistance acting on the lower warp decreased about 5% but that of the upper warp increased according to the increase of lower warp length (dL) at the condition of the same flow speed. 2. The net height of the non-float type decreased almost linearly according as the increased of flow speed and it increased in a logarithmic functional form with the increase of the lower warp length at the condition of the same flow speed. On the decreasing rate of the net height, the non-float type was lower than the proto type and the difference of the decreasing rate was about 12% at 3.0 knot, 25% at 4.0 knot, 25% at 4.0 knot respectively when dL was 30m. 3. The net width of non-float type was not varied so much as only 2m range and was larger than that of proto type. 4. The mouth area of non-float type decreased in a exponential functional form. On the decreasing rate of the mouth area, the non-float type was lower than the proto type. The filtering volume increased in a logarithmic functional form with increasing flow speed and the filtering volume of proto type decreased steeply over 3.0knot, but that of non-float type increased until 4.0knot. 5. The optimal length of lower warp was when the value of dL was about 30m and the optimal position of front weight was at the connection point of four net pendants.