• Fire Science and Engineering
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• v.28 no.6
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• pp.13-21
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• 2014

Forest fire has a number of variables and since the effects of wind fields are bigger than any other variables, it is essential to know wind direction and velocity for the forest fire extinguishing techniques and the prediction of fire spread. With regards to the local area that has a high chance of forest fire, the data from meteorological observatory in the area is used for the estimation of wind velocity. It is relatively easy to obtain automatic weather station (AWS) data which are available for the whole nation. There is a chance that the data from the weather station may be different with the actual data at the mountain areas. In this study simply shaped hills (Sae-byeol hill of Jeju Island and port Ma-geum in An-myeon Island in the sea side) were selected as the experimental locations to minimize the distortion of the wind field by the adjacent geographic features. Spot measurements and analysis of computational fluid dynamics (CFD) for the given geographic features were conducted to examine and compare their consistency. As a conclusion It is possible to predict wind patterns in these simple locations.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.18 no.2
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• pp.124-136
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• 2006

The change pattern of the sediment grain size distribution information (median grain size(D50)) due to some gridding method and sampling density is analyzed with reference to the grid information estimated by the 90 sediment samples which was collected in the coastal water off the Baengnyeongdo Island, in June 2004. The standard deviation of absolute deviation (AD) estimated the selected gridding method shows 8.0 ${\mu}m$ at June, 2004 and 10 ${\mu}m$ November, 2004. The estimated statistical information of absolute deviation in comparison with the grid information of reference and changed sampling density shows that the AD mean error trends increase as the number of samples decrease. The AD mean error is below 10% in the case of the information estimation using 50-sample with reference to the 90-sample information. In this case, the sampling density is suggested as about 9 sediment samples per $km^2$, at coastal zone in Yoggipo port in the condition of the study area is 5.9 $km^2$.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.25 no.4
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• pp.191-199
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• 2013

It is estimated and analyzed that the design wave height and the confidence interval (hereafter CI) according to the return period using the fourteen-year wave data obtained at Pusan New Port. The functions used in the extreme value analysis are the Gumbel function, the Weibull function, and the Kernel function. The CI of the estimated wave heights was predicted using one of the Monte-Carlo simulation methods, the Bootstrap method. The analysis results of the estimated CI of the design wave height indicate that over 150 years of data is necessary in order to satisfy an approximately ${\pm}$10% CI. Also, estimating the number of practically possible data to be around 25~50, the allowable error was found to be approximately ${\pm}$16~22% for Type I PDF and ${\pm}$18~24% for Type III PDF. Whereas, the Kernel distribution method, a typical non-parametric method, shows that the CI of the method is below 40% in comparison with the CI of the other methods and the estimated design wave height is 1.2~1.6 m lower than that of the other methods.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.17 no.4
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• pp.259-268
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• 2005

There has been a growing interest in the elimination of anoxic layer in the Youngsan River Estuarybecause the anoxic water mass caused mainly by the inflow of fresh water from the sea wall might cause the mass reduction of benthos during summer. An ocean outfall system to discharge treated wastewater into sea water may be used as one of the effective and economical ways to eliminate the anoxic layer. The suitable ocean outfall design is generally proposed for the prediction of the buoyant jet behavior in the near field. The parameters including CTD and current data are taken into account f3r more reliable buoyant jet behavior calculation. One of the numerical models, CORMIX 1, approved by EPA is used herein for the prediction of the trajectorial variation of the cross-sectional salinity and DO concentration distribution on the calculated buoyant jet boundary according to the tidal periods. On the basis of the results, it is suggested that the single port outfall is a useful system to eliminate the anoxic layer. Proper strategies are also proposed for achieving desirable ambient conditions.

• Journal of the Economic Geographical Society of Korea
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• v.11 no.2
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• pp.251-271
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• 2008

Maquiladora industries have grown due to the decrease in labor costs caused by Mexico's economic crisis and the increase in possibility of Mexico's advance into North American markets caused by the NAFTA that come into effect since the 1980s and 1990s. Early Marquiladora industries have started to be located in the Northern borders of Mexico using young-female labor forces centered on the textile and electronic part industries. However, after the 1980s, the port soared, and the regional range of Maquiladora industries has also enlarged to 25 states. The most important regions of Maquiladora industries in Mexico are Chihuahua and Baja California and their cities are Ciudad Juares and Tijuana. Maquiladora industries had grown in terms of the cost of product and the employment until the end of the 1990s. However, Maquiladora industries have decreased in the cost of product and the employment since the 2000s. The regional range of Maquiladora industries has enlarged into the entire of Mexico, but most of Maquilador industries is still located in Northern border regions centered on six states. The textile industry is a representative one of Maquiladora industries and the early Maquilador industries have been focused on the textile industry. Thus, the textile industry in Maquiladora shows the same pattern as any other industries in Mexico. However, machinery and electronic part industries have been concentrated on the Northern border states and existing manufacturing zones. In terms of the change in employment by industry, machinery and electronic part industries occupied most high employment proportion and the textile industry sector was the next. The distinguished point is that service industries are growing.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.1
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• pp.67-73
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• 2021

The purpose of this study is to obtain a safe area for a passing vessel between anchored vessels by developing a model to predict the collision risk, frequent collisions occur between the anchored vessel and the passing vessel through the anchorage. For this, this study selected the southern anchorage of Busan port, which is the largest harbor in Korea, as the target area and extracted and analyzed VTS (Vessel Traffic Service) data during the period in which anchored vessels were the most waited. The ratio of D/L for each bearing was obtained to determine the safe distance (D) passes based on the length (L) of the passing vessel between anchored vessels. Based on the average domain of the D/L ratio distribution, the percentage of anchored vessels within the scope of the pre-studied ship's domain was analyzed to obtain a domain reflecting the degree of risk of VTSOs. Further research will evaluate and analyze the collision risk of a passing vessel using Domain-watch, the minimum safe distance between anchored vessels, and the safe domain of a passing vessel through anchorage, to develop a model for VTS to manage anchorages more efficiently and safely.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.7
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• pp.1004-1010
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• 2021

Ship-floating object accidents can lead not only to a delay in ship's operations, but also to large scale casualties. Hence, preventive measures are required to avoid them. This study analyzed the spatiotemporal aspects of such collisions based on the data on ship-floating object accidents in sea areas in the last five years, including the collisions in South Korea's territorial seas and exclusive economic zones. We also provide basic data for related research fields. To understand the distribution of the relative density of accidents involving floating objects, the sea area under analysis was visualized as a grid and a two-dimensional histogram was generated. A multinomial logistic regression model was used to analyze the effect of variables such as time of day and season on the collisions. The spatial analysis revealed that the collision density was highest for the areas extending from Geoje Island to Tongyeong, including Jinhae Bay, and that it was high near Jeongok Port in the West Sea and the northern part of Jeju Island. The temporal analysis revealed that the collisions occurred most frequently during the day (71.4%) and in autumn. Furthermore, the likelihood of collision with floating objects was much higher for professional fishing vessels, leisure vessels, and recreational fishing vessels than for cargo vessels during the day and in autumn. The results of this analysis can be used as primary data for the arrangement of Coast Guard vessels, rigid enforcement of regulations, removal of floating objects, and preparation of countermeasures involving preliminary removal of floating objects to prevent accidents by time and season.

• Radiation Oncology Journal
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• v.13 no.4
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• pp.403-409
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• 1995

Purpose : Authors tried to enhance the safety and accuracy of radiosurgery by verifying stereotacitc target point in actual treatment position prior to irradiation. Materials and Methods : Before the actual treatment, several sections of anthropomorphic head phantom were used to create a condition of unknown coordinates of the target point. A film was sandwitched between the phantom sections and punctured by sharp needle tip. The tip of the needle represented the target point. The head phantom was fixed to the stereotactic ring and CT scan was done with CT localizer attached to the ring. After the CT scanning, the stereotactic coordinates of the target point were determined. The head phantom was secured to accelerator's treatment couch and the movement of laser isocenter to the stereotactic coordinates determined by CT scanning was performed using target positioner. Accelerator's anteroposterior and lateral portal films were taken using angiographic localizers. The stereotactic coordinates determined by analysis of portal films were compared with the stereotactic coordinates previously determined by CT scanning. Following the correction of discrepancy the head phantom was irradiated using a stereotactic technique of several arcs. After the irradiation, the film which was sandwitched between the phantom sections was developed and the degree of coincidence between the center of the radiation distribution with the target point represented by the hole in the film was measured. In the treatment of the actual patients, the way of determining the stereotactic coordinates with CT localizers and angiograuhic localizers was the same as the phantom study. After the correction of the discrepancy between two sets of coordinates, we proceeded to the irradiation of the actual patient. Results : In the phantom study, the agreement between the center of the radiation distribution and the localized target point was very good. By measuring optical density profiles of the sandwitched film along axes that intersected the target point, authors could confirm the discrepancy was 0.3 mm. In the treatment of an actual patient, the discrepancy between the stereotactic coordinates with CT localizers and angiographic localizers was 0.6 mm. Conclusion : By verifying stereotactic target point in actual treatment position prior to irradiation, the accuracy and safety of streotactic radiosurgery procedure were established.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.23 no.2
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• pp.8-8
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• 1987

This paper describes on the distribution of the vibration and the noise produced on a skipjack pole and line training ship M/S Pusan 403 (243GT, 1,000ps) under the cruising or drifting condition. The vibration and the noise level were measured by use of protable vibration analyzer (B and K 3513) and sound level meter (B and K 2205), and so the vibration level was converted into dB unit. The check points were set through every decks and around important places of the ship. The results obtained can be summarized as follows: 1. The vibration and the noise level 1) On the main deck, both the vibration and the noise level were highest at the vertically above the main engine, whereas the vibration level was the lowest in the bow store and the noise level beneath the bridge. 2) Under cruising condition, the vibration level around the cylinder head of main engine, port side of the engine room, on the shaft tunnel was 80, 67, 65 dB and the noise level 104, 87, 86 dB, respectively. 3) The vibration level on the vertical line passing through the bridge was the highest at the orlop deck with 60 dB and the lowest on the bridge deck with 55 dB, whereas the noise level the highest at the compass deck with 75 dB and the lowest at the orlop deck with 53 dB. 4) The vibration and the noise level on the open decks were the highest with 65 dB and 84 dB on the boat deck, whereas the vibration level was the lowest at the lecture room with 51 dB and the noise level the lowest at the fore castle deck with 57 dB. 5) On the orlop decks, both the vibration and the noise level were the highest at the engine room with 65 dB and 85 dB, and the lowest at bow store with 54 dB and 52 dB, respectively. Comparing with the vibration level and the noise level, the vibration level was higher than the noise level in the bow part and it was contrary in the stern part of the ship. 2. Vibration analysis 1) The vibration displacement and the vibration velocity were the greatest at the cylinder head of main engine with 100μm and 11mm/sec, and were the smallest at the compass deck with 3μm and 0.07mm/sec. They were also attenuated rapidly around the frequency of 100Hz and over. 2) The vibration acceleration was the greatest at the cylinder head with the main frequency of 1KHz and the acceleration of 1.1mm/sec super(2), and the smallest at the compass deck with 30KHz and 0.05mm/sec super(2).

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.23 no.2
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• pp.54-60
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• 1987

This paper describes on the distribution of the vibration and the noise produced on a skipjack pole and line training ship M/S Pusan 403 (243GT, 1,000ps) under the cruising or drifting condition. The vibration and the noise level were measured by use of protable vibration analyzer (B and K 3513) and sound level meter (B and K 2205), and so the vibration level was converted into dB unit. The check points were set through every decks and around important places of the ship. The results obtained can be summarized as follows: 1. The vibration and the noise level 1) On the main deck, both the vibration and the noise level were highest at the vertically above the main engine, whereas the vibration level was the lowest in the bow store and the noise level beneath the bridge. 2) Under cruising condition, the vibration level around the cylinder head of main engine, port side of the engine room, on the shaft tunnel was 80, 67, 65 dB and the noise level 104, 87, 86 dB, respectively. 3) The vibration level on the vertical line passing through the bridge was the highest at the orlop deck with 60 dB and the lowest on the bridge deck with 55 dB, whereas the noise level the highest at the compass deck with 75 dB and the lowest at the orlop deck with 53 dB. 4) The vibration and the noise level on the open decks were the highest with 65 dB and 84 dB on the boat deck, whereas the vibration level was the lowest at the lecture room with 51 dB and the noise level the lowest at the fore castle deck with 57 dB. 5) On the orlop decks, both the vibration and the noise level were the highest at the engine room with 65 dB and 85 dB, and the lowest at bow store with 54 dB and 52 dB, respectively. Comparing with the vibration level and the noise level, the vibration level was higher than the noise level in the bow part and it was contrary in the stern part of the ship. 2. Vibration analysis 1) The vibration displacement and the vibration velocity were the greatest at the cylinder head of main engine with 100$\mu$m and 11mm/sec, and were the smallest at the compass deck with 3$\mu$m and 0.07mm/sec. They were also attenuated rapidly around the frequency of 100Hz and over. 2) The vibration acceleration was the greatest at the cylinder head with the main frequency of 1KHz and the acceleration of 1.1mm/sec super(2), and the smallest at the compass deck with 30KHz and 0.05mm/sec super(2).