• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.7
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• pp.950-957
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• 2023

For safe mooring and towing between the ship and port, the equipment must be designed in accordance with the relevant international regulations. However, some small shipyards and engineering companies often do not fully comprehend the core contents. Therefore, the international regulations regarding towing and mooring equipment are reviewed and the bollard and chock are newly developed based on the Mooring Equipment Guideline 4 (MEG4) standards. A bollard is a mooring equipment used to fix a mooring rope to the hull. It has two columns and is mostly used in a figure eight pattern knots under the mooring condition. The chock, which is used to change the mooring rope direction coming into the ship from outside, is manufactured using a casting with curvature. The two mooring equipment are widely used in the stern, bow, and mid-side. Owing to the increase in the size of container vessels and LNG ships, the mooring rope load has increased and the safe working load of the mooring equipment must be revised. This study summarizes and examines the results of the allowable stress method obtained using finite element analysis modelling. To consider the mesh size effect, a reasonable criteria was suggested by referring the existing class guidance. Additionally, the safe working load was verified through nonlinear collapse analysis, and the elastic region against load increments was confirmed. Furthermore, the proposed evaluation method can be used to develop similar equipment in the near future.

• Journal of Environmental Impact Assessment
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• v.33 no.3
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• pp.116-130
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• 2024

Historically, humans settled in waterside areas that provided abundant resources and water resources. Afterwards, as industrialization progressed, the city's waterfront contributed to the development of the city through water resources, transportation, and maritime trade. In response to changes in industrial structure, over the past few decades, the city's waterfront has transitioned from an industrial and port-oriented function to a public space function. And from the perspective of urban regeneration, research and design on sustainable waterfront space development are being promoted around the world. However, areas near waterfronts are geographically vulnerable to the direct impact of natural disasters caused by climate change, such as sea levelrise and floods. Therefore, it is essential to establish a systematic management plan to ensure the safety of citizens and publicness. Since the 1990s, New York City in the United States has been establishing a city-level waterfront space management plan to ensure the public nature, safety, and equity of waterfront spaces. On the other hand, in South Korea, there is a lack of research on city-level waterfront management plans. Accordingly, this study sought to find implications and policy improvement measures for domestic waterfront space planning by examining the development process and major policies of New York City's waterfront comprehensive plan.

• Journal of the Korean Society of Marine Environment & Safety
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• v.30 no.2
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• pp.184-193
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• 2024

Harbor and Fishery Design Criteria defines that ship routing should be designed to ensure safe ship navigation and easy maneuvering. The design of the channel width is one of the critical conditions in routeing of ships. For the criteria of the channel width, qualitative evaluation criteria are used in South Korea, whereas quantitative evaluation criteria are used in other countries. Environmental factors, such as winds, tidal currents, and waves directly or indirectly affect ship resistance when sailing. Depending on their strength the environmental factors may pose a threat to the safe navigation of ships. Thus, vessel traffic control was regulated in South Korea according to the Beaufort scale. In order to design the channel width to reflect the environmental factors closely related to the safe navigation of ships, quantitative evaluation criteria reflected with environmental factors were presented in other countries, however, these external factors were not considered in South Korea. This study analyzed the relationship between the channel width actually used by ships and environmental factors by using the trajectories of ships entering and leaving Mokpo Port. This study also suggested the required channel width according to tidal currents and compared it with the channel width design criteria of other countries.

• Journal of the Korean Society of Food Science and Nutrition
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• v.42 no.12
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• pp.1958-1965
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• 2013

This study is conducted to investigate the contents of ${\beta}$-carotene and retinol in bap (e.g. gimbap, bokkeumbap, sushi, deopbap, bibimbap), guk (e.g. sundaeguk, seonjiguk), tang (e.g. galbitang, chueotang), and jjigae (e.g. dongtaejjigae, kimchi jjigae with port) by using saponification extraction and HPLC analysis. The samples were collected from six regions in Korea (Gangwon-do, Gyeonggi-do, Gyeongsang-do, Seoul, Jeonla-do, Chuncheong-do). In bap, the ${\beta}$-carotene contents of kimchi gimbap (234.459~719.180 ${\mu}g/100g$), bibimbap (200.091~489.867 ${\mu}g/100g$) and pork deopbap (228.876~778.591 ${\mu}g/100g$) were higher than that of sushi (0.000~41.234 ${\mu}g/100g$), and jajangbap (4.833~28.141 ${\mu}g/100g$). The retinol contents of bap was 0.000~60.418 ${\mu}g/100g$, among which, omelet rice (13.974~60.418 ${\mu}g/100g$) showed the highest amount of retinol. Among the analyzed guk (tang) and jjigae, higher contents of ${\beta}$-carotene were observed in chueoutang (346.261~843.947 ${\mu}g/100g$), kimchi jjigae with pork (178.558~352.604 ${\mu}g/100g$) and altang (169.443~175.287 ${\mu}g/100g$). The retinol of guk (tang) and jjigae were not detected to doganitang, gomtang, naejangtang, chueotang and soy sprout haejangguk.

• Journal of Navigation and Port Research
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• v.28 no.10 s.96
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• pp.899-908
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• 2004

The rise of income and introduction of 5 day a week working system give korean people opportunities to enjoy their leisure time. And many korean people have much interest in oceanic sports such as yachting and also oceanic leisure equipments. With the popularization and development of the equipments, the scope of oceanic activities has been expanding in Korea just as in the advanced oceanic countries. However, The current conditions for the sports in Korea are not advanced and even worse than underdeveloped countries. In order to develop the underdeveloped resources of Korean marina, we need to customize the marina models of advanced nations to serve the specific needs and circumstances of Korea As such we have carried out a comparative analysis of how Austrailia, Newzealand, Singapore, japan and Malaysia operate their marina, reaching the following conclusions. Firstly, in marina operations, in order to protect personal property rights and to preserve the environment, we must operate membership and non-membership, profit and non-profit schemes separately, yet without regulating the dress code entering or leaving the club house. Secondly, in order to accumulate greater value added, new sporting events should be hosted each year. There is also the need for an active use of volunteers, the generation of greater interest in yacht tourism, and the simplification of CIQ procedures for foreign yachts as well as the provision of language services. Thirdly, a permanent yacht school should be established, and classes should be taught by qualified instructors. Beginners, intermediary, and advanced learner classes should be managed separately with special emphasis on the dinghy yacht program for children. Fourthly, arrival and departure at the moorings must be regulated autonomically, and there must be systematic measures for the marina to be able, in part, to compensate for loss and damages to equipment, security and surveillance after usage fees have been paid for. Fifthly, marine safety personnel must be formed in accordance with Korea's current circumstances from civilian organizations in order to be used actively in benchmarking, rescue operations, and oceanic searches at times of disaster at sea.

• Radiation Oncology Journal
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• v.18 no.2
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• pp.114-119
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• 2000

Purpose : To evaluate the e지ent and frequency of the inter- and intra-treatment isocenter deviations of the whole pelvis radiation field in using small bowel displacement system (SBDS). Methods and Materials : Using electronic portal imaging device (EPID), 302 postero-anterior 232 lateral portal images were prospectively collected from 11 patients who received pelvic radiation therapy (7 with cervix cancer and 4 with rectal cancer). All patients were treated in prone position with SBDS under the lower abdomen. Five metallic fiducial markers were placed on the image detection unit for the recognition of the isocenter and magnification. After aligning the bony landmarks of the EPID images on those of the reference image, the deviations of the isocenter were measured in right-left (RL), cranio-caudal (CC), and PA directions. Results : The mean inter-treatment deviation of the isocenter in each RL, CC, and PA direction was 1.2 mm ($\pm$ 1.6 mm), 1.0 mm ($\pm$3.0 mm), and 0.9 mm ($\pm$4.4 mm), respectively. Inter-treatment isocenter deviations over 5 mm and 10 mm in RL, CC, and PA direction were 2, 12, 24$\%$, and 0, 0, 5$\%$, respectively. Maximal deviation was detected in PA direction, and was 11.5 mm. The mean intratreatment deviation of the isocenter in RL, CC, and PA direction was 0 mm ($\pm$0.9 mm), 0.1 mm ($\pm$ 1.9mm), and 0 mm ($\pm$1.6 mm), respectively. All intra-treatment isocenter deviations over 5 mm in each direction were 0, 1, 1$\pm$, respectively. Conclusions : As the greatest and the most frequent inter-treatment deviation of the isocenter was along the PA direction, it is recommended to put more generous safety margin toward the PA direction on the lateral fields if clinically acceptable in pelvic radiotherapy with SBDD.

• Journal of Navigation and Port Research
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• v.42 no.6
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• pp.427-436
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• 2018

In this study, experimental and numerical analysis were performed on the survivability of a long pipe-type buoy structure in waves. The buoy structure is an articulated tower consisting of an upper structure, buoyancy module, and gravity anchor with long pipes forming the base frame. A series of experiment were performed in the ocean engineering basin of KRISO with the scaled model of 1/ 22 to evaluate the survivability of the buoy structure at West Sea in South Korea. Survival condition was considered as the wave of 50 year return period. Additional experiments were performed to investigate the effects of current and wave period. The factors considered for the evaluation of the buoy's survival were the pitch angle of the structure, anchor reaction force, and the number of submergence of the upper structure. Numerical simulations were carried out with the OrcaFlex, the commercial program for the mooring analysis, with the aim of performing mutual validation with the experimental results. Based on the evaluation, the behavior characteristics of the buoy structure were first examined according to the tidal conditions. The changes were investigated for the pitch angle and anchor reaction force at HAT and LAT conditions, and the results directly compared with those obtained from numerical simulation. Secondly, the response characteristics of the buoy structure were studied depending on the wave period and the presence of current velocity. Third, the number of submergence through video analysis was compared with the simulation results in relation to the submergence of the upper structure. Finally, the simulation results for structural responses which were not directly measured in the experiment were presented, and the structural safety discussed in the survival waves. Through a series of survivability evaluation studies, the behavior characteristics of the buoy structure were examined in survival waves. The vulnerability and utility of the buoy structure were investigated through the sensitivity studies of waves, current, and tides.

• Journal of Korea Society of Industrial Information Systems
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• v.13 no.4
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• pp.64-72
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• 2008

Recently security is being an important issue in almost every field of industry. This situation has affected port logistics industry deeply. Ports are now leaving operational methods that only focus on productivity, and shifting to new ones which focus on safety and customer services on the basis of it. Thus a lot of companies and institutions have offered various solutions as this issue becomes more and more intense. Among them, most typical solutions involve installing special devices to ordinary containers to improve its security, such as CSD (Container Security Device) of GE (General Electric) and eSeal of Savi Networks. On the other hand, these devices focus only on international standards or technical implementation, and this causes inconvenience to actual users like cargo owners, sea carriers, or stevedoring companies. This is considered to be due to lack of sufficient consideration on user demands. This research uses QFD (Quality Function Deployment) method for deducting system requirements in order to solve the problems of previous security devices and to develop a security system that can not only reflect the demands of the users but also considers real-world conditions. According to the QFD results, a total of 21 system CTO's were deducted under 5 categories.

• The Journal of the Institute of Internet, Broadcasting and Communication
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• v.16 no.5
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• pp.39-48
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• 2016

One of the major trends of automotive networking architecture is the introduction of automotive Ethernet. Ethernet is already used in single automotive applications (e.g. to connect high-data-rate sources as video cameras), it is expected that the ongoing standardization at IEEE (IEEE802.3bw - 100BASE-T1, respectively IEEE P802.3bp - 1000BASE-T1) will lead to a much broader adoption in future. Those applications will not be limited to simple point-to-point connections, but may affect Electric/Electronic(EE) Architectures as a whole. It is agreed that IP based traffic via Ethernet could be secured by application of well-established IP security protocols (e.g., IPSec, TLS) combined with additional components like, e.g., automotive firewall or IDS. In the case of safety and real-time related applications on resource constraint devices, the IP based communication is not the favorite option to be used with complicated and performance demanding TLS or IPSec. Those applications will be foreseeable incorporate Layer-2 based communication protocols as, e.g., currently standardized at IEEE[13]. The present paper reflects the state-of-the-art communication concepts with respect to security and identifies architectural challenges and potential solutions for future Ethernet Switch-based EE-Architectures. It also gives an overview and provide insights into the ongoing security relevant standardization activities concerning automotive Ethernet. Furthermore, the properties of non-automotive Ethernet security mechanisms as, e.g., IEEE 802.1AE aka. MACsec or 802.1X Port-based Network Access Control, will be evaluated and the applicability for automotive applications will be assessed.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.6
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• pp.80-87
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• 2018

In recent years, due to the spread of various renewable energy power sources and the pursuit of high efficiency and low-power consumption, not only trends in the electric power industry but also the consumption, control methods, and characteristics are diversified. However, in this diversified electric power industry, the fuse (which is the core part responsible for safety) has not developed significantly in classical operation mode, and thus, fires continue to occur. In this paper, the effects of low melting-point metal plating and high melting-point metal plating on operating characteristics and IT curve movement of the fuse are investigated in a cartridge fuse, which is a classic fuse manufacturing method. The effects of plating on the thickness of the fuse are investigated, and various operating characteristics of the fuse are implemented. In addition, it is suggested that the plating of the low melting-point metal moves the rated current line of the fuse to a low rating, and moves operating characteristics to characteristics of delay operation. It is possible to design various operating characteristics using this characteristic.