• Proceedings of the Korea Committee for Ocean Resources and Engineering Conference
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• 2003.05a
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• pp.245-250
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• 2003

Hull form development and Anti-rolling tank of G/T 360ton class fishery patrol ship was carried out in the CWC at Chosun university, cooperatively with WJFEL(The West Japan Fluid Engineering Laboratory). Same size of 15 knots class fishery patrol ship was selected as a parent form(Model number: CU-015), and modified fore and after body hull form under the slightly lengthened to be suitable for the operation at 20 knots. This paper investigated for a rolling performance and an effective using method when fishery patrol ship was equipped with anti-rolling tank. On several occasions of rolling test was made reference to design data of a similar ship. Although the hull form was highly constrained in being limited to modification of a parent hull form, significant wave resistance improvement was made.

• Journal of the Korean Society of Mechanical Technology
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• v.13 no.1
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• pp.23-29
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• 2011

The measurement of ice properties such as thickness, strength are important to know the performance of the ice breaking vessel. The measuring equipment of ice properties and methods are summarized in this paper. The actual measured data are also described. The strength of ice at Svalbard area on April 2010 is much stronger than the Chukchi Sea on August 2010. The mean strength of Svalbard is about 500 kPa and one of Chukchi Sea is 250 kPa. The first sea trial in Arctic sea using Araon was carried out in the Chukchi Sea. The power and speed was also measured to check the ship performance in ice. The speed was measured from GPS(Global Positioning System) and engine power was recorded from DPS(Dynamic Positioning system) of Araon. The design target of Araon in level ice is 3 knots in 1m thickness and 630 kPa flexible strength but mean speed in Chuckchi sea is 3.98 knots when 6.6 MW engine power, 2.4m ice thickness and 250 kPa strength. This results comes from the difference of ice types and the weak flexible strength of ice but it will be a good information to know the performance of Araon in similar ice condition.

• Structural Engineering and Mechanics
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• v.18 no.2
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• pp.247-262
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• 2004

In the earlier application of the spline finite strip method(FSM), the uniform B3-spline functions were used in the longitudinal direction while the conventional interpolation functions were used in the transverse direction to construct the displacement filed in a strip. To overcome the shortcoming of the uniform B3-spline, non-periodic B-spline was developed as the displacement function. The use of non-periodic B3-spline function requires no tangential vectors at both ends to interpolate the geometry of shell and the Kronecker delta property is also satisfied at the end boundaries. Recently, non-periodic spline FSM which was modified to have a multiple knots at the boundary was developed for the shell analysis and applied to the analysis of bridges. In the formulation of a non-symmetric spline finite strip method, the concepts of non-periodic B3-spline and a stress-resultant finite strip with drilling degrees of freedom for a shell are used. The introduction of non-symmetrically spaced knots in the longitudinal direction allows the selective local refinement to improve the accuracy of solution at the connections or at the location of concentrated load. A number of numerical tests were performed to prove the accuracy and efficiency of the present study.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.3
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• pp.278-286
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• 2019

The Port of Pyeong Taek is located on the west coast, meaning that the difference between the rise and fall of tide is great (flood tide 1.8 to 2.9 knots, ebb tide 1.6 to 2.9 knots). Due to mainly N~NW'ly strong winds & high waves during winter, navigating as well as loading & discharging vessels must focus on cargo handling. The strong tidal and wind forces in the Port of Pyeong Taek can push an LNG carrier away from its berth, which will end up causing forced disconnection between the vessel's cargo line and shore-side loading arm. The primary consequence of this disconnection will be LNG leakage, which will lead to tremendous physical damage to the hull and shore-side equipment. In this study, the 125K LNG Moss Type ship docked at No. 1 Pier of the Pyeong Taek is observed, and the tension of the mooring line during cargo handling is calculated using a combination of wind and waves to determine effective mooring line and mooring line priority management. As a result if the wind direction is $90^{\circ}$ to the left and right of the bow, it was found that line monitoring should be performed bearing special attention to the Fore Spring Line, Fore Breast Line, and Aft Spring Line.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.8
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• pp.334-341
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• 2020

The optimum solutions of the instability of the target velocity were studied to solve the case of the target velocity of the ship approaching at a speed of ◯◯knots and deviated by more than ± 10knots, while the surveillance radar rotating speed was varied, while the maximum search range of the radar was evaluated during the operational test & evaluation. The instability of the target velocity did not enable the radar to calculate the information of the target precisely and to degrade the probability of hit and the quality of the target management. The improvement to handle the deviation of the target velocity was optimally determined by using a fishbone diagram to find 9 reasons based on 4M1E, and the algorithm of the target management was identified as the crucial reason. In this study, the improvement was applied to the filter algorithm to stabilize the target velocity in the target tracking management SW by reviewing the current algorithm to find the velocity of the target and recognizing that the problem does not apply to different 𝜶, 𝞫 values when the antenna changed the rotating speed. The ability of the improvement to work was tested on board.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.4
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• pp.309-316
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• 2020

Waterway design should prioritize appropriate channel width to ensure preferential safe passage for the arrival and departure of vessels. To calculate the minimum channel width required for safe passage a comprehensive review of several factors is required. These factors include vessel maneuverability, determined by vessel size, type and speed; environmental factors such as wind, tide, and wave action; human factors, including personal experience and operator judgment as well as marine traffic and navigation support facilities for decision making. However, the Korean channel width design standard is based only on vessel length, and requires improvement when compared with the standards of PIANC, USA, and Japan. This study aims to estimate the appropriate channel width required for one-way traffic in a straight channel, considering various vessel and environmental factors, using Fast Time Simulation (FTS). When the wind speed is 25 knots, with a current speed of 2 knots and a normal vessel speed of 10 knots FTS shows that a 150K GT Cruise Ship requires a minimum channel width of 0.67-0.91 the vessel length (L), whereas a 120K TEU Container Ship and a 300K DWT VLCC require 0.79-1.17 and 1.02-1.59, respectively. Such results can be used to calculate the minimum channel width required for safe passage as an improved Korean design standard.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.646-653
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• 2018

Marine accidents caused by dragging anchors occur constantly due to enlargement of ships' size and unusual weather conditions. Nevertheless, vessel operators rely on their experience because the calculations of actual holding power and external forces are complex and inconvenient. The purpose of this study was to propose a program for the anchor dragging risk assessment in order to provide crew and VTSO with the information to determine easily the danger of dragging and take appropriate action. The input data in this program were composed of the ship's basic particulars, anchoring condition, and external environment etc. on calculating for the wind pressure, frictional force, drift force, and holding power. Three dragging anchor accidents were applied to the program's data input at the time of the day, then the result was assessed by 'warning', which was verified with a high confidence. As a result, the risk of dragging anchors can be predicted in advance through this program. In further studies, it is necessary to simplify the input data and improve user convenience through automatic input from various equipment.

• Journal of Conservation Science
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• v.31 no.1
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• pp.65-73
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• 2015

The purposes of this study are helping the understanding on the Dae-hwe kind relics, verifying the deformation rate stability during conservation treatment and enhancing the conservation treatment work by investigating the status and analyzing the material of Taejo's portrait mounting decorative knots in the National Palace Museum of Korea collection. The result of material analysis on the decorative knots was that the outer threads are silk threads, inner threads are cotton threads, the width of the metal threads was $500{\sim}600{\mu}m$ and the major component of it was 55wt% copper. The result of verification on the deformation rate during the form correction of the bell tassel was that it has been found as stable by having the deformation rate of 1 TPCM or less. The result of glue selection test to be used on the repairing of tassel cross-section with its thread cut was that wheat starch adhesive has been found most appropriate because it has the highest tensile strength at all concentrations. The conservation and treatment procedure was established based on above results of analysis and test on the relic and the conservation treatment work including packaging has been completed in accordance with the established procedure.

• Journal of Korean Society for Quality Management
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• v.25 no.3
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• pp.51-61
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• 1997

We introduce a method of estimating an unknown failure rate function based on sample data. We estimate failure rate function by a function s from a space of cubic splines constrained to be linear (or constant) in tails using maximum likelihood estimation. The number of knots are determined by Bayesian Information Criterion(BIC). Examples using simulated data are used to illustrate the performance of this method.

• Journal of the Korean Society for Industrial and Applied Mathematics
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• v.3 no.2
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• pp.99-106
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• 1999

In this paper, the spline hazard rate model to the randomly censored data is introduced. The unknown hazard rate function is expressed as a linear combination of B-splines which is constrained to be linear(or constant) in tails. We determine the coefficients of the linear combination by maximizing the likelihood function. The number of knots are determined by Bayesian Information Criterion. Examples using simulated data are used to illustrate the performance of this method under presenting the random censoring.