• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.59 no.4
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• pp.336-343
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• 2023

The aging fishery training vessels from the past have mostly been decommissioned, and many universities are introducing state-of-the-art large fishery training vessels. The purpose of these training vessels is to train marine professionals and above all, safety to prevent marine accidents should be of utmost priority as many students embark on the vessel. This study estimated the impact of the hydrodynamic interaction forces acting on the model vessel (fishery training vessel) from the bank when the vessel pass near the semi-circle bank wall in various conditions through the numerical calculation, especially concerning maneuvering motions of the vessel. For estimation, variables were mainly set as the size of the semi-circle shape, the lateral distance between the bank and the model vessel, and the depth near the bank. As a result, it was estimated that, in order for the model vessel to safely pass the semi-circle bank wall at a speed of 4 knots, the water depth to the vessel draft ratio should be 1.5 or more (approximately 8 m of water depth), and the lateral distance from the semi-circle bank wall should be 0.4 times the model vessel's length (L_pp) or more (a distance of 34 m or more). Under these conditions, it was expected that the model vessel would pass without significantly being affected by the bank wall.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.59 no.4
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• pp.344-353
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• 2023

In the actual sea, the additional resistance due to external force such as wind, current and wave is accompanied, and the required power is added in response to these resistance. Especially when the ship is sailing at low speed, the effects of wind and current have a great impact on the safe control of the ship. Likewise, it is thought that the effects of wind and current have a great impact on the trawl ship control since the towing speed of a bottom trawl ship is a low speed of 3 to 4 knots. If the reduce of ship speed and the increase of engine power due to the influence of wind and current can be identified, the safe towing power can be calculated based on a given engine output. Thus, the appropriate size of a fishing gear can be determined. In this study, a total of 20 trawl operations were conducted for seasonal maritime research in the same research area according to the operation mode of propeller. Based on navigation data, trawl fishing data, and engine performance data acquired during the towing fishing gear, and data of ship speed, hull resistance, fishing gear resistance, wind force and current force according to an incidence angle were estimated. The overall power for these loads was calculated and compared with the measured engine power, and the effects of wind force and current force on the engine power were investigated.

• Journal of Navigation and Port Research
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• v.29 no.10 s.106
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• pp.833-838
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• 2005

This paper is to investigate the minimum safe distance between T/S Hanbada and a group of vessels participating in the event hosted by M broadcasting station who asked T/S Hanbada to keep a distance from $100m{\sim}500m$. The minimum safe distance was assessed by using ES Model which evaluates quantitatively the difficulty of shiphandling, and the simulation of marine traffic flow. As a result the minimum safe distance of T/S Hanbada moving at a speed of 2 knots turns out about 260m and is compared with the actual value.

• Journal of Advanced Marine Engineering and Technology
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• v.38 no.9
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• pp.1170-1174
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• 2014

If cavitation occurs in propeller, it generates vibration and noise accordingly which results in low efficiency of propeller. It's important to increase cavitation inception speed(CIS) since the noise of cavitation increases significantly from the beginning of cavitation. This paper describes the result of actual observation and measurement onboard ship with controllable pitch propeller(CPP), so as to verify the first occurrence phenomenon of cavitation. The research suggests new type of controllable pitch propeller with improved CIS at the bolt as it started with bolt cavitation as result of observation. It's not found bolt cavitation on the CPP proposed in this paper, furthermore its CIS is increased approximately by 4.5 knots than the existing CPP. The result of the research can be used for development of low-noise CPP and improving performance of CIS.

• Journal of the Society of Naval Architects of Korea
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• v.38 no.1
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• pp.9-26
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• 2001

In this paper. the development of a pusher-barge hull form which enables the continuous transportation along the coast and canal is performed. For the design stage of the hull forms. these are developed for Kyungin canal which is will be drawn up as the next contribution project of the Korean government are adopted. The model tests for the designed ship are carried out in the Inha University Towing Tank and the numerical simulations are done with a finite difference method based on MAC scheme. At first, the experiments are performed with designed model ships from low speed to high speed including service speed(6knots) among the corresponding designed speed. Resistance characteristics of designed ships are compared with experimental results of other several pusher-barge hull shapes. Next, the numerical simulations are performed for three cases, that is pusher only, barge only and pusher-barge condition in the designed speed. Each calculations are carried out in deep and restricted water condition. The flow characteristics around hulls in the latter condition are compared with those in the former condition.

• Journal of Advanced Marine Engineering and Technology
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• v.41 no.4
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• pp.316-322
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• 2017

The primary objective of the current study is to develop outstanding hull form on resistance performance by using numerical analysis code. Model tests were conducted to assess the resistance performance of the developed hull form. The investigation of an existing vessel was performed for validating the actual ship design based on the drawing. The operating displacement and speed were mainly confirmed through investigation of the existing vessel. The resistance performance of the existing vessel was analyzed using numerical code. The developed vessel was derived through studies on wave improvement of the bow shoulder, the balance of displacement distribution, the modification of the frame shape, and the size and shape change of the center skeg. Based on the results of a computational fluid dynamics analysis, the resistance performance of the developed vessel showed an improvement of 15% over the existing vessel at a speed of 11 knots. Resistance tests were conducted to evaluate the performance of the existing vessel and the developed vessel in the towing tank. Finally, the effective horsepower of the developed vessel showed an improvement of 17% over the existing vessel.

• Composites Research
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• v.30 no.6
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• pp.331-337
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• 2017

The composite lattice structures have advantages of high specific stiffness and strength and are mainly applied to the structures of launch vehicles that carry the compressive load. However, since these structures are manufactured by filament winding technology, there are some defects and voids found in the knots. For these reasons, the stiffness and strength of the lattice structures have to be compared with finite element model for predicting design load. But, the full scale test is difficult because time and space are limited and the shape of structure is complex, and hence the simple and reliable test methods for examination of stiffness are needed. In this paper, subelements of composite lattice structures were prepared and compressive and bending test were conducted for examination of stiffness of helical and hoop rib. Test methods for subelements of composite lattice structures that has curved and twisted shape were supposed and compared with finite element analysis results.

• Clinical and Experimental Pediatrics
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• v.63 no.2
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• pp.48-51
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• 2020

Background: The etiopathogenesis of late preterm (LPT) birth is undetermined. Placental histopathology, which reflects an adverse intrauterine environment and is reportedly associated with preterm labor and neonatal morbidities, has not been studied in LPT infants. Purpose: We investigated placental pathological lesion as markers of an adverse intrauterine environment during LPT labor. Methods: This retrospective case-control study compared placental histopathological and clinical variables between LPT and term neonates. Placental variables included chorioamnionitis, funisitis, hemorrhage, abruption, infarction, calcification, and syncytial knots. Maternal variables included age, substance abuse, pregnancyassociated diabetes mellitus and hypertension, duration of rupture of membrane, antibiotic use, and magnesium sulfate, whereas, those of neonates included gestational age, birth weight, race, sex, and Apgar scores. Standard statistical proedures were applied to analyze the data. Results: Chorioamnionitis (50% vs. 17.8%, P<0.001) and funisitis (20% vs. 4.4%, P=0.002) were more common in term infants. Placental infarction rate was insignificantly higher in LPT infants (25.6% vs. 14.3%, P=0.08). The mothers in the LPT group were older (30.4 years vs. 28.1 years, P=0.05; odds ratio [OR], 1.06; 95% confidence interval [CI], 0.998-1.12, P=0.056) and more often suffered from hypertension (28.9 vs. 12.9 %, P=0.02), and received magnesium sulfate (48.9 vs. 20%, P< 0.001; OR, 2.86; 95% CI, 1.12-7.29, P<0.05). Duration of rupture of membrane was higher in term infants (13.6 hours vs. 9.1 hours, P<0.001). Chorioamnionitis (OR, 0.33; 95% CI, 0.13-0.79; P<0.05) was associated with a lower risk of LPT delivery. Conclusion: Placental infection is not a risk factor for LPT births. There is a nonsignificant predominance of vascular anomalies in LPT placentas. Higher maternal age, magnesium sulfate therapy, and maternal hypertension are clinical risk factors for LPT labor.

• Journal of Fisheries and Marine Sciences Education
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• v.9 no.1
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• pp.31-39
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• 1997

Floating debris was recorded from a training ship, #1 Kwanaksan, of Pukyong National University with about 10 knots speed during August 19~26, 1996. The area sampled is the East Coast of Korea, divided into 33 unit segments on survey routes. Debris fabrication materials were categorized using the following; man-made or natural wood items, paper, cardboard, nylon rope, netting, styrofoam and plastics, floating metal and glass containers. All identified items within a $100{\pm}2m$ wide band were recorded but ignored if beyond this boundary. The results of distribution and composition of floating debris in the area are as follows: 1. The quantities of debris during the summer were distributed from 1.8~52 items per $km^2$. The most obvious trend is the widespread distribution of all debris. 2. The highest densities of all debris were discovered in the vicinity of Pusan and ills an area. Especially styrofoam & plastics were observed in 81% of sampled area, next is wood items, 9.1%. Nylon netting & rope was the least widespread pollutant. 3. The relationship between distribution of debris and surface currents of the area was not apparently revealed through this survey. Further surveys are being instigated, and from this it is hoped that a much wider coverage can be achived, perhaps on all sites of Southern and Western sea of Korea and contributed to the finding of sources,stationary area of debris.

• Economic and Environmental Geology
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• v.25 no.3
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• pp.283-296
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• 1992

The Keumryeong deposits is a low grade copper deposits in which copper minerals form disseminated grains and thin veinlets in felsic volcanics seem to be dacite. Alteration of the volcanics consists mainly pervasive propylitization and silicification. Potassic alteration characterized by biotite developed locally adjacent to southwestern contact of granodiorite body. Principal sulfide minerals in altered zone are mainly pyrite and lesser chalcopyrite. Chalcopyrite content in potassic zone is relatively higher than that of surrounding propylitized zone. Pyrite and chalcopyrite accompanies magnetite, molybdenite, sphalerite, pyrrhotite, arsenopyrite, pentlandite, marcasite, hematite, ilmenite, rutile, bismuthinite and native Bi as disseminations, veinlets and knots. Granodiorite body is propylitized and contains veinlets of pyrite, chalcopyrite and molybdenite. Fluid inclusions in sulfide-bearing quartz veinlets and quartz grains of felsic volcanics and granodiorite in altered zone consist of liquid-rich, vapor-rich, $CO_2-bearing$ and halite-bearing inclusions. These four types of inclusion intimately associated on a microscopic scale and indicate condensing or boiling of ore fluid during mineralization. Homogenization temperature of coexisting fluid inclusions are mostly in the range of 350 to $450^{\circ}C$. High salinity fluid contains 28.6 to 48.4 weight percent NaCI equivalent and moderate salinity fluid cotains 0.5 to 12.5 weight percent NaCl equivalent. Pressure estimated from $CO_2$ mole fraction of $CO_2-bearing$ inclusion range 160 to 375 bars. The Kigu copper deposits is a fissure filling copper vein developed 500 m south from the Keumryong deposits. Mineralogy and fluid inclusion data of the Kigu deposits are similar to that of the Keumryeong deposits. Homogenization temperature of fluid inclusions from the Kigu deposits are reasonable agreement with temperature estimated from sulfidation curve of cubanite-chalcopyrite-pyrite-pyrrhotite and pyrite-pyrrhotite mineral assemblages. Not only mineral occurrence and wall rock alteration in the Keumryeong deposits but also fluid inclusion data such as temperature, salinity, pressure and boiling evidences are similar to those of porphyry copper deposits.