• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.31 no.4
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• pp.340-349
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• 1995

There are several problems in a fishing by the midwater pair trawl net which is used in Denmark; steeply decreasing of the net height with the towing speed increasing, the larger volume of the fishing gear in comparison with the size of the trawler, and catching of a float in a mesh, etc. To prevent steeply decreasing of the net height with the towing speed increasing and catching of a float in a mesh, it is sometimes more useful to use the kite instead of floats. This paper describes the hydrodynamic drag and the opening efficiency of the midwater pair trawl net and the midwater kite pair trawl net obtained by the model test in the circulation water channel. The results can be summarized as follows; 1. The hydrodynamic drag of the midwater kite pair trawl net is about 0.7 times smaller than that of the midwater pair trawl net. 2. The net height, mouth area and filtering volume of the midwater kite pair trawl net are smaller then those of the midwater pair trawl net when the towing speed is below 2.5knots, almost the same at 2.7knots, and are larger over 3.0knots. The net width of the midwater kite pair trawl net is same as that of the midwater pair trawl net. 3. The shapes of net mouth of both net are an oval steeply flatted with the towing speed increasing. The filtering volume of the midwater kite pair trawl net is larger then that of the midwater pair trawl net by 3% at 3.0knots, 11% at 4.0knots, and 16% at 5.0knots respectively.

• Journal of the Korea Society of Computer and Information
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• v.6 no.1
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• pp.1-6
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• 2001

In this paper, the problem of removing the interior knots from a B-spline is discussed. We present a new strategy for reducing the number of knots for splines. The method is the efficient for the visualization implementations and easy-to-use algorithms, and we need not to determine the knot sequence that will be removed.

• Journal of applied mathematics & informatics
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• v.29 no.3_4
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• pp.859-868
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• 2011

In this article, by considering error inequalities, we propose a new way to treat the Fej$\'{e}$r and Hermite-Hadamard inequalities involving n knots and m-th derivative on H$\"{o}$lder spaces. Moreover, some new related estimations are also given.

• 한국해양학회지
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• v.8 no.1
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• pp.46-52
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• 1973

From available data, the movement of the cold water in the Korea Strait was investigated. The cold water forms an undercurrent with a speed of 0.10knots near Ulgi in June. Sometimes it reaches a speed of 0.35knots. The cold water forms a sharp wdege in the western channel like a salt wedge in an estuary. The calculated volume transport of the cold water is 17,135 cubic meters per second in June. The external influences are also discussed.

• Journal of Advanced Marine Engineering and Technology
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• v.40 no.9
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• pp.847-851
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• 2016

Due to global warming it is estimated that the arctic ocean route will be avaliable and traffic will increase by approximately year 2030. However, most navigation in the arctic is based on the ice breaker captains'orders, there is no exact measurement of convoy speed and distance between ships. So, this research was conducted to find out the minimum safe separation distance and minimum breaking distance via ship controling simulations, and the results are as stated. For breaking distances, for ships that have a lead distance which is 2~4 times the width of the ship and traveling less than 7 knots, crash astern and crash astern & hard rudder showed no significant difference. But ships traveling at 10 knots there was a decrease in breaking distance of 1L, from 3.5L to 2.5L. By analyzing 10 subject ships by crash astern the breaking distance for 5 knots is 0.98L~1.8L, for 8 knots is 1.9L~4.0L. The minimum safe separation distance in narrow sea-ways is 6L, but as the arctic sea-way is only one-way 3L is required. As the result, it is found that in the arctic the safe escort speed is less than 5 knots, if the escort speed is 8knots or more and by using crash astern & hard rudder to break the safe distance should be kept at 3.4L.

• Communications of the Korean Mathematical Society
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• v.32 no.1
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• pp.193-200
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• 2017

Given a pair p, q of relative prime positive integers, we have uniquely determined positive integers x, y, u and v such that vx-uy = 1, p = x + y and q = u + v. Using this property, we show that$${\sum\limits_{1{\leq}i{\leq}x,1{\leq}j{\leq}v}}\;{t^{(i-1)q+(j-1)p}\;-\;{\sum\limits_{1{\leq}k{\leq}y,1{\leq}l{\leq}u}}\;t^{1+(k-1)q+(l-1)p}$$ is the Alexander polynomial ${\Delta}_{p,q}(t)$ of a torus knot t(p, q). Hence the number $N_{p,q}$ of non-zero terms of ${\Delta}_{p,q}(t)$ is equal to vx + uy = 2vx - 1. Owing to well known results in knot Floer homology theory, our expanding formula of the Alexander polynomial of a torus knot provides a method of algorithmically determining the total rank of its knot Floer homology or equivalently the complexity of its (1,1)-diagram. In particular we prove (see Corollary 2.8); Let q be a positive integer> 1 and let k be a positive integer. Then we have $$\begin{array}{rccl}(1)&N_{kq}+1,q&=&2k(q-1)+1\\(2)&N_{kq}+q-1,q&=&2(k+1)(q-1)-1\\(3)&N_{kq}+2,q&=&{\frac{1}{2}}k(q^2-1)+q\\(4)&N_{kq}+q-2,q&=&{\frac{1}{2}}(k+1)(q^2-1)-q\end{array}$$ where we further assume q is odd in formula (3) and (4). Consequently we confirm that the complexities of (1,1)-diagrams of torus knots of type t(kq + 2, q) and t(kq + q - 2, q) in [5] agree with $N_{kq+2,q}$ and $N_{kq+q-2,q}$ respectively.

• Journal of the Korean Institute of Navigation
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• v.8 no.2
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• pp.51-70
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• 1984

In the North Pacific Ocean a lot of large waves set up in winter, affected by continued winds and swells owing to severe extratropical cyclones. Under this sea condition, if the ship is about 100,000L/T (in deadweight capacity tonnage), we can't find the danger involved in the ship at sea apparently. But when we compare the seaworthiness of ship's building strength with the stress given to the hull by waves, we can't insist that the former be more stronger than the latter. As a result, VLCC is in danger of destroying and cutting for lack of longitudinal strength in heavy weather. Up to this time, Naval Architects have actively studied the relation between ship's longitudinal strength and waves as a ship's projector; however, actually, they have never made more profound study on the problem of longitudinal strength in relation to navigation. The main puprpose of this thesis is to clarify these vivid actual states of ship's trouble unknown to ship's masters. In this thesis we picked up VLCC Pan Yard, a vessel of Pan Ocean Bulk Carrier company's, as a model ship. And in the North Pacific Ocean, we have chosen for this research the basins where the wind speed and the wave height are greater than average. The data used this thesis are quotes from the "winds and waves of the North Pacific Ocean('64-'73)", and wind speed more than 30 knots was made use of as an ocject of this study. By usinh the ITTC wave spectrum, we found out the significant waves for every 5 knots within the range of 20 knots to 45 knots of wind speed. According to this H1/1000 was calculated. The stress of ship's hull is determined by ship's speed and wave height. We compared the ship's longitudinal strength with a planned wave height by rules of several famous classification societies in the world. In the last analysis, we found out that ship's present planned strength in heavy weather is not enough. Finally we made a graph for avoiding heavy weather, with which we studied safe ship's handling in the North pacafic Ocean in winter.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.3
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• pp.274-282
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• 2015

This research is the result on calculating the logical speed limit through certain process which some elements must be considered on selecting the speed limit of harbour and waterway. The suggested speed limit select model on this research is processed from 1~6 steps by forming a professional group of experts. Each step has its information which 1st step(water division), 2nd step(selecting the model vessel and vessel applied with speed limit.), 3rd step(selecting the maximum and minimum speed range on each section), 4th step(evaluation on the safeness of traffic), 5th step(suggesting the appropriate speed limit), 6th step(execution and evaluation.). The appropriate speed limit was decided on consideration of the safety of maritime traffic on the range of the maximum speed and the minimum speed. This model was used to derive the appropriate speed limit on the harbour water and Busan harbour entrance waterway. As the result, the harbour water was calculated to be 6.9 knots, the appropriate speed limit of Busan entrance harbour was 9.3 knots. The present calculation of the speed limit on the approaching channel area is 10 knots, inner harbour area is 7 knots, which are similar to the result of the speed limit. This research is the first research on selecting the speed limit model and has its limits on finding the perfect speed limit result. More detailed standards on the safeness of traffic evaluation must be found and additional study is necessary on discriminating consideration of the elements. This research has its value which it provides instances of aboard cases on guidelines of selecting the speed limit.

• The Bulletin of The Korean Astronomical Society
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• v.44 no.1
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• pp.44.4-44.4
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• 2019

The supernova remnant Cassiopeia A (Cas A) provides a unique opportunity to observe the fine details of the explosion of core-collapse supernova (SN). Previous optical and near-infrared (NIR) observations of Cas A have shown that the spatial distribution of the metal-enriched SN ejecta is very complicated, indicating that the SN explosion should have been asymmetric and turbulent, especially near the core. Recently, we obtained a long-exposure (~10 hr) image of Cas A by using the UKIRT 3.6-m telescope with a narrow-band filter centered at [Fe II] 1.644 um emission. This 'deep [Fe II] image' provides an unprecedented panoramic view of Cas A, revealing the distribution of dense SN ejecta over the entire remnant. We have carried out NIR multi-object spectroscopic observations of the dense ejecta knots in the northeastern (NE) and eastern (E) outer regions of the remnant using the MMIRS attached on the MMT 6.5-m telescope. A total of 67 ejecta knots are detected. By analyzing their spectra, we have found that the knots in the NE area show strong [S II]/[S III] and [Fe II] lines but little or no [P II] line, while those in the E outer region show strong [Fe II] lines but weak [S II]/[S III] lines. In this talk, we present the preliminary results of our NIR spectroscopic observations and discuss the implications.

• Communications for Statistical Applications and Methods
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• v.29 no.3
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• pp.287-299
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• 2022

In radiation epidemiology, the excess relative risk (ERR) model is used to determine the dose-response relationship. In general, the dose-response relationship for the ERR model is assumed to be linear, linear-quadratic, linear-threshold, quadratic, and so on. However, since none of these functions dominate other functions for expressing the dose-response relationship, a Bayesian semiparametric method using splines has recently been proposed. Thus, we improve the Bayesian semiparametric method for the selection of the tuning parameters for splines as the number and location of knots using a Bayesian knot selection method. Equally spaced knots cannot capture the characteristic of radiation exposed dose distribution which is highly skewed in general. Therefore, we propose a nonparametric Bayesian knot selection method based on a Dirichlet process mixture model. Inference of the spline coefficients after obtaining the number and location of knots is performed in the Bayesian framework. We apply this approach to the life span study cohort data from the radiation effects research foundation in Japan, and the results illustrate that the proposed method provides competitive curve estimates for the dose-response curve and relatively stable credible intervals for the curve.