• Korean Journal of Environment and Ecology
• /
• v.22 no.3
• /
• pp.241-248
• /
• 2008

We studied concentrations of trace elements such as iron, zinc, copper, lead and cadmium in three shorebird species from Saemankeum mudflat, Korea$(1999{\sim}2000)$, and also analysed correlations between elements in livers. Iron(ANOVA, p=0.018), copper(ANOVA, p=0.043), lead(ANOVA, p=<0.001) and cadmium (ANOVA, p=0.016) concentrations significantly differed among shorebird species, but zinc concentrations wasn't different among species. We suggested that iron, zinc, and copper concentrations were within a range for normal and are maintained by normal homeostatic mechanisms for wild birds. Lead concentrations in Great Knots Calidris tenuirostris$(5.76{\pm}2.14{\mu}g/dry\;g)$ were at the background level but Red-necked Stints Calidris ruficollis$(29.4{\pm}10.6{\mu}g/dry\;g)$ and Terek Sandpipers Xenus sinereus$(15.9{\pm}11.9{\mu}g/dry\;g)$ were within the exposed level for wild birds. In particular, Red-necked Stints were nearly poisoned level. Cadmium concentrations in Terek Sandpipers and Great Knots were at the background concentration, but Red-necked Stints were greater than the poisoned level$(3{\mu}g/dry\;g)$. We found significantly correlations between lead and cadmium concentrations, but other elements didn't find.

• Journal of the Korean Wood Science and Technology
• /
• v.47 no.2
• /
• pp.229-238
• /
• 2019

Various wood defects occur during tree growing or wood processing. Thus, to use wood practically, it is necessary to objectively assess their quality based on the usage requirement by accurately classifying their defects. However, manual visual grading and species classification may result in differences due to subjective decisions; therefore, computer-vision-based image analysis is required for the objective evaluation of wood quality and the speeding up of wood production. In this study, the SIFT+k-NN and CNN models were used to implement a model that automatically classifies knots and analyze its accuracy. Toward this end, a total of 1,172 knot images in various shapes from five domestic conifers were used for learning and validation. For the SIFT+k-NN model, SIFT technology was used to extract properties from the knot images and k-NN was used for the classification, resulting in the classification with an accuracy of up to 60.53% when k-index was 17. The CNN model comprised 8 convolution layers and 3 hidden layers, and its maximum accuracy was 88.09% after 1205 epoch, which was higher than that of the SIFT+k-NN model. Moreover, if there is a large difference in the number of images by knot types, the SIFT+k-NN tended to show a learning biased toward the knot type with a higher number of images, whereas the CNN model did not show a drastic bias regardless of the difference in the number of images. Therefore, the CNN model showed better performance in knot classification. It is determined that the wood knot classification by the CNN model will show a sufficient accuracy in its practical applicability.

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

• Journal of Ocean Engineering and Technology
• /
• v.33 no.1
• /
• pp.1-9
• /
• 2019

This paper considers a numerical assessment of the self-propulsion performance of a damaged ferry carrying cars in irregular waves. Computational fluid dynamics(CFD) simulations were performed to see whether the ferry complied with the Safe Return to Port (SRtP) regulations of Lloyd's register, which require that damaged passenger ships should be able to return to port with a speed of 6 knots (3.09 m/s) in Beaufort 8 sea conditions. Two situations were considered for the damaged conditions, i.e., 1) the portside propeller was blocked but the engine room was not flooded and 2) the portside propeller was blocked and one engine room was flooded. The self-propulsion results for the car ferry in intact condition and in the damaged conditions were assessed as follows. First, we validated that the portside propeller was blocked in calm water based on the available experimental results provided by KRISO. The active thrust of starboard propeller with the portside propeller blocked was calculated in Beaufort 8 sea conditions, and the results were compared with the experimental results provided by MARIN, and there was reasonable agreement. The thrust provided by the propeller and the brake horsepower (BHP) with one engine room flooded were compared with the values when the engine room was not flooded. The numerical results were compared with the maximum thrust of the propeller and the maximum brake horse power of the engine to determine whether the damaged car ferry could attain a speed of 6 knots(3.09 m/s).

• Korean Journal of Heritage: History & Science
• /
• v.54 no.3
• /
• pp.52-67
• /
• 2021

This study is an attempt to explore the roles of and the collaborative relationship between Daheojang and Maedeupjang. Daheojang and Maedeupjang share a similar manufacturing process. However, in modern times, Daheojang totally disappeared, and Maedeupjang was designated as an intangible cultural property. The present study will investigate the role of Daheojang and Maedeupjang based on the literature of the Joseon dynasty. Daheojang were craftsmen who made bands and strings of woven or twisted silk strands. They made mangsu and tassels or made knots to produce magnificent artifacts. Maedeupjang complete all steps of the process, from refining, dyeing, combining threads, daheo, maedeup, to the tassel. Daheojang in the Joseon dynasty was the center of this process. Daheojang belonged to almost all Uigwe because it used items ranging from large uso to cushion straps. Dahoe is a craft with various items and techniques. It has been widely used to produce majestic items like formal dresses, ritual ceremony pieces, and mountings, as well as daily items like jodae, pocket straps, and norigae. Based on the records of Uigwe in the late Joseon dynasty, the study explored the collaborative relationship between Daheojang and Maedeupjang. Sambang, the room where both Daheojang and Maedeupjang belong, was the room to produce the royal chair. The royal chair essentially includes large uso. The large uso is an artifact that ties a knot in a thick circle more than two meters long. While Daheojang made rounded daheo, Maedeupjang made delicate and balanced knots. Also, they produced royal inscriptions together with a royal seal with decorative mangsu and a seal of thick rounded daheo. In order to learn about traditional technology, it is necessary to study the system of the times and social trends. Therefore, the study focused on Daheojang, who were common master craftsmen during the Joseon dynasty but now are not familiar to most people.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.28 no.2
• /
• pp.254-261
• /
• 2022

Every vessel shall proceed at a safe speed to avoid collision. Additionally, every vessel shall comply with the speed limit rules in the territorial water and internal waters of Korea. The VTS operator shall properly control the compliance of the vessel with the safe speed and speed limit rules. Safe speed under the COLREG 1972 is not explicitly stipulated in knots. However, under the Domestic law for traffic safety-specific sea areas, etc., the speed limit is specified in knots and complied with. This speed limit rule is mainly based on the 'speed made good over the ground'; however, in some places, it is based on the 'speed making way through the water'. In this paper, I analyzed marine accidents that occurred in the past 5 years and the rate of violation of speed limits. Furthermore, I reviewed safe speed under the COLREG 1972, speed limit rules under domestic and foreign laws, and cases of non-compliance with safe speed in the judgment of the Korea Maritime Safety Tribunal. Resultantly, I suggested in this paper that the speed limit rules in the domestic law must be observed by vessels to prevent marine accidents, and the rules which are stipulated in terms of 'speed making way through the water' must be revised as 'speed made good over the ground' such that the vessels can easily comply with them and the VTS operator can control the vessel properly.

• Journal of Navigation and Port Research
• /
• v.47 no.6
• /
• pp.305-314
• /
• 2023

In this study, a mathematical model of a 9.77 G/T small fishing vessel was established based on captive model tests. The powering and manoeuvring performances of the vessel in the harbor and coastal sea were focused on, so captive model tests were conducted up to the full-scale speed of 8 knots. Propeller open water, resistance, and self-propulsion tests of a 1/3.5-scaled model ship were performed in a towing tank, and the full-scale powering performance was predicted. Hydrodynamic coefficients in the mathematical model were obtained by rudder open water, horizontal planar motion mechanism tests of the same model ship. In particular, in static drift and pure yaw tests which were conducted at a speed of 2 to 8 knots, the linear hydrodynamic coefficients varied with the ship speed. The effect of the ship speed on the linear coefficients was considered in the mathematical model, and manoeuvring motions, such as turning circles and zig-zags, were simulated with various approach speeds and analyzed.

• Journal of the Korean Institute of Navigation
• /
• v.13 no.3
• /
• pp.21-36
• /
• 1989

The submarine played an active part in military operation during the last of nineteenth century. Today, as an aid to science and technology and technology m the submarine is being utilized in the fields of deep sea investigation and sight-seeing as well as military activities. When the stability and the maneuverability of a submarine is studied, the problems arise on the vertical plane as well as the horizontal plane. However, the horizontal plane has been dealt with in the study of surface vessels. The author attempts to look into the hydrodynamic directional stability at high speeds (above 10knots) on the vertical plane, and to clarify the submarine's depth-rate as related to the factors that affect it : the distance from the center of buoyancy to the center of gravity, the speed of the submarine, and the position and the area ratio of hydroplane. In this study, the author considered the two groups of dimensionless derivatives of submarine. It is confirmed that the depth-rate of a submarine is decreased when the length, of BG is increased under the continuous submerging status. But the depth-rate is increased when the area ratio of hydroplane is enlarged. It is also confirmed that a submarine has only one critical speed in accordance with the shape of its hull, but unconcerned with its speeds.

• Proceedings of the Korea Committee for Ocean Resources and Engineering Conference
• /
• 2004.05a
• /
• pp.79-84
• /
• 2004

Initial hull form of 10 G/T and 40 knots class coastal patrol boat is newly developed. The resistance performances are experimentally and numerically investigated by model test at high speed circulating water channel(CWC) and CFD technique. The effect of a fin attached at hull side and initial trim are studied together. Wave patterns are observed to make clear the relation between the resistance performance and the wave characteristics. it can be found that the initial trim plays a role to increase the resistance performance above a certain velocity.

• Proceedings of the Korea Committee for Ocean Resources and Engineering Conference
• /
• 2004.05a
• /
• pp.73-78
• /
• 2004

For the preliminary stages of ship design it is necessary to develop a basic design, which specifies the main particulars of the vessel. based on the requirements given by the owner. An efficient design enables the shipyard to make a rough estimate of the construction costs and to put forward a favourable quote during the call for tenders. The parametric determination of the main particulars of the vessel involves the application of empirical formulae. These formulae have been created after detailed tests and research by maritime research institutions and researchers had been carried out. Here, the design of a medium sized Bulk Carrier (26000t dwt) with a service speed of 17 knots for carrying rice and rock phosphate has been illustrated. Medium sized Bulk Carriers (25,000t dwt - 50,000t dwt) are in steady demand among small shipping companies. They have a size advantage, in that port size restrictions do not affect their design tremendously. Nevertheless, structurally. they are one of the most difficult to build. During design, the rules of the maritime regulatory bodies were strictly adhered to.