• Journal of the Korean Institute of Navigation
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• v.13 no.2
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• pp.37-55
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• 1989

When a ship is sailing on the sea, she has the six-degrees of freedom of motion. It means that she meets a lot of dangerous situations. Especially, when the VLCC is travelling in irregular sea, the slamming, the deck-wetness and the propeller racing are occured with the sea state she is on. These are the representative steps that a heave-to and a scudding are used for a ship building , but for a predominance in both. The author intends to clarify this problem theoretically. The methods of statistical calculation are based with the ITTC spectral formulation and with the assumption that the wave height histogram follows the Rayleigh distribution. In this study, the author gives an attention on the relative bow motion to a wave in the irregular sea. It is verified that the relative diplacement at the bow to sea level in the following sea is less than that in the head sea. It is confirmed that, therefore, one have to sail with scudding when he is threatened to heave-to at a rough sea. But he must bear the propeller racing in mind in the cases.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
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• v.17 no.1 s.104
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• pp.39-44
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• 2006

This paper proposes a method of moments(MoM)/Monte-Carlo simulation and Physical Optics(PO) model to determine Bistatic Coherent Reflectivity of sea surfaces at various wind speeds. For the MoM simulation, a Gaussian random rough sea surface was generated based on the data of Tae-An ocean at various wind speeds and sea surface heights. The numerical results of the MoM/Monte Carlo simulations were used to verify the validity region of the PO model. It was found that the numerical result for a flat surface agrees quite well with the Fresnel reflection coefficient. The validity of the PO model on the rough sea surface is shown by using ray tracing method.

• Journal of the Society of Naval Architects of Korea
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• v.30 no.4
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• pp.153-168
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• 1993

The ship sailing among waves suffers from the various wave loads that comes from its motion throughout its life. In the rationally-based design, the dynamic structural analysis is carried out using dynamic wave loads provided from the results of the ship motion calculation as the rigid body. This method is based on the linear theory assumed low wave height and small amplitude of motion. But at the rough sea condition, relatively high wave compared to the height ship's depth is induced the large ship motion, so configuration of the ship section below waterline changes rapidly at each time. This re-sults in a non-linear problem. Considering above situation we have already introduced the non-linear dynamic strength analysis method for the hull girder(refer vol. 29. No.4 November, 1992, Journal of SNAK). In this paper, estimation of the hull girder strength for various ship types such as tankers, containers and log carriers is carried out based on the introduced non-linear method. We expect that the results will be used as useful basic data for the es-timation of dynamic strength of ships in the rough sea.

• Journal of the Korean Society of Marine Environment & Safety
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• v.7 no.3
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• pp.17-28
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• 2001

The wheelhouse front glass of a Fore-Bridge-Ship (Ro-Ro Ship) was broken by the shipping of water in rough seas, and then the flooding of seawater into the wheelhouse caused the uncontrollable condition of the ship. The hull which was entered into the floating condition rolled severely, and the heavy rolling caused secondary damage such as the collapse of a lot of cargo. It was an incredible accident because the height of bow freeboard was about 2.5 times higher than the standard height of minimum bow freeboard regulated by the International Load Line Convention(1966). And it would be also difficult for navigators to imagine a great deal of seawater flooding into the wheelhouse because the front glass was positioned at about 20m height above the sea surface. In this paper, we carried out the evaluation for the safety navigation of the Fore-Bridge-Ship numerically against ship's speed and encountering angle to the wave in each sea state of rough sea, by using the integrated seakeeping performance index (ISPI) which is able to evaluate synthetically the safety operation of ships. And then the problem on the application of the past criteria proposed as the safety navigation of a merchant ship was clarified by inquiring the dangerousness of the shipping of water at her bow deck, which caused the breakage of the wheelhouse front glass.

• Korean Journal of Remote Sensing
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• v.18 no.5
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• pp.255-261
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• 2002

Strong and coherent radar backscattering signals are observed over oyster sea farms that consist of artificial structures installed on the bottom. We successfully obtained 21 coherent interferograms from 11 JERS-1 SAR data sets even though orbital baselines (up to 2 km) or temporal baselines (up to 1 year) were relatively large. The coherent phases preserved in the sea farms are probably formed by double bouncing from sea surface and the sea farming structures, and consequently they are correlated with tide height (or instantaneous sea level). Phase unwrapping is required to restore the absolute sea level. We show that radar backscattering intensity is roughly correlated with the sea surface height, and utilize the fact to determine the wrapping counts. While the SAR image intensity gives a rough range of absolute sea level, the interferometric phases provide the detailed relative height variations within a limit of $2{\pi}$ (or 15.3 cm) with respect to the sea level at the moment of the master data acquisition. A combined estimation results in an instantaneous sea level. The radar measurements were verified using tide gauge records, and the results yielded a correlation coefficient of 0.96 with an r.m.s. error of 6.0 cm. The results demonstrate that radar interferometry is a promising approach to sea level measurement in the near coastal regions.

• Ocean Science Journal
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• v.40 no.2
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• pp.101-107
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• 2005

A simple analytical model is considered in an attempt to demonstrate a formation mechanism of the abyssal current in the East Sea. In this model, the abyssal currents are driven by wind through an outcrop region and flow along closed geostrophic contours. A rough estimate of the abyssal currents, arrived at by applying this model to the region of deep mixing in the East Sea, gives currents comparable to those observed, although there is an uncertainty in the surface area of the outcrop region. It seems that the spin-up of deep water by wind forcing through the region of deep winter mixing is, at least partly, an important contribution to the formation of the abyssal currents in the East Sea.

• Journal of the speleological society of Korea
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• no.4
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• pp.3-9
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• 1996

Ondal cave is located in Ha-ri Yongchun - myon, Tanyang - gun, Chungchongbuk - do, which has its site at the valley of southern side of Namhangang which winds up to the southwest. Namsan is kurungbong which is at the mid - slope of the steep and high mountain, Songsan which is 427 m high above sea level, and shows the aspect of the limestone area, a rough and steep mountain one.(omitted)

• Korean Journal of Environmental Biology
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• v.38 no.4
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• pp.563-566
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• 2020

Henricia specimens were collected using fishing nets from the East Sea of Korea. The specimens were identified as Henricia oculata Pennant, 1777, belonging to the family Echinasteridae of the order Spinulosida. This species can be distinguished from other Henricia species by broad arms (R/r=4-4.1), rough skin, a thick arm base, three to nine minute delicate abactinal spines, and inferomarginal plates reniform in shape. This species superficially resembles H. pachyderma in its body size and wide papular areas but differs mainly in the number of papulae and abactinal spines, and the shape and arrangement of the inferomarginal plates. To date, two genera of Echinasteridae, Aleutihenricia and Henricia, with a total of 13 species, have been reported in Korea. The morphological characteristics of H. oculata are described, and photographs are provided.

• Selected Papers of The Society of Naval Architects of Korea
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• v.2 no.1
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• pp.79-105
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• 1994

A ship in waves is suffered from the various wave loads that comes from its motion throughout its life. Because these loads are dynamic, the analysis of a ship structure must be considered as the dynamic problem precisely. In the rationally-based design, the dynamic structural analysis is carried out using dynamic wave loads provided from the results of the ship motion calculation as a rigid body. This method is based on the linear theory assumed low wave height and small amplitude of motion. But at the rough sea condition, high wave height, compared with ship's depth, induce the large ship motion, so the ship section configuration under waterline is rapidly changed at each time. This results in a non-linear problem. Considering above situation in this paper, a strength analysis method is introduced for the hull girder among waves considering non-linear hydrodynamic forces. This paper evaluates the overall or primary level of the ship structural dynamic loading and dynamic response provided from the non-linear wave forces, and bottom flare impact forces by momentum slamming theory. For numerical calculation a ship is idealized as a hollow thin-walled box beam using thin walled beam theory and the finite element method is used. This method applied to a 40,000 ton double hull tanker and attention is paid to the influence of the response of the ship's speed, wave length and wave height compared with the linear strip theory.

• Journal of Fisheries and Marine Sciences Education
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• v.12 no.2
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• pp.199-212
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• 2000

It is very important to investigate the hull response of a fishing vessel in the sea to ensure the safe navigation and fishing operation in rough sea by preserving excellent sea keeping qualities. For this purpose, the author measured various responses of three stem trawlers in waves using real sea experimental measuring system. The author analyzed the experimental data using the statistical and spectral analyzing method to get the characteristics of the motion responses of the vessels according to the wave height and the ship's speed. The results obtained can be summarized as follows ; (1) Rather higher response of the pitch motion due to the wave height appeared in the head sea and the bow sea than any other wave direction without relevance to ship's size. In case of the roll motion, the beam sea and the quartering sea have a high response value. The period of peak of the pitch motion and the roll motion according to the wave height in each vessel has almost same value respectively. (2) The change of response of the pitch motions deeply depend on the ship's speed in the head sea and the bow sea, but not in the other wave direction. (3) The change of response of the roll motions in the beam sea, the quartering sea and the following sea are affected by the influence of the ship's speed in 5k't to 8k't, but not related to the ship's speed in out of that range.