• Journal of Ocean Engineering and Technology
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• v.18 no.3
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• pp.40-43
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• 2004

A rational method is presented for estimating the power increase of a ship at sea. A probabilistic approach is applied to determine the weather condition at sea, A comparison is made between some full-scale data and the result of Swift's method. A comparison is also made to find differences among the results of eight kind methods for the wind added resistance of a VLCC in head wind. The mean difference between the results is 7％, in general, for a given relative wind speed.

• Proceedings of the Korea Committee for Ocean Resources and Engineering Conference
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• 2006.11a
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• pp.121-126
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• 2006

Modern Ocean wave forecasting systems predict the mean sea state, as characterized by the wave spectrum, in a box of size ${\Delta}x{\Delta}y$ surrounding a grid point at location x. It is shown that this approach also allows the determination of deviations from the mean sea state, i.e. the probability distribution function of the surface elevation. Hence, ocean wave forecasting may provide valuable information on extreme sea states.

• Journal of Navigation and Port Research
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• v.27 no.2
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• pp.111-119
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• 2003

In order to improve navigational safety of ships, an ocean wave prediction model of high precision within a short time, dealing with multi-directional random waves from the information of the sea surface winds encountered at the planned ship's course, was introduced for construction of ocean wave forecasting system on the ship. In this paper, we investigated a sea disaster occurred by a stormy weather in the past. We analyzed the sea surface wind first and then carried out ocean wave hindercasting simulations according to the routes the sunken vessel. From the result of this study, we concluded that the sea disaster was caused by rapidly developed iou pressure system Okhotsk Sea and the predicted values by the third generation wave prediction model(WAM) was agreed well with the observed significant wave height, wave period, and directional wave spectrum. It gives a good applicability for construction of a practical on-board calculation system.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2003.05a
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• pp.147-156
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• 2003

In order to improve navigational safety of ships, on ocean wave prediction model of high precision within a short time, dealing with multi-directional random waves from the information of the sea surface winds encountered at the planned ship's course, was introduced for construction of ocean wave forecasting system on the ship. In this paper, we investigated a sea disaster occurred by a stormy weather in the past. We analyzed the sea surface winds first and then carried out ocean wave hindercasting simulations according to the routes of the sunken vessel. From the result of this study, we concluded that the sea disaster was caused by rapidly developed low pressure system in Okhotsk Sea and the predicted values by the third generation wave prediction model(WAM) was agreed well with the observed significant wave height, was period, and directional wave spectrum. It gives a good applicability for construction of a practical on-board calculation system.

• Journal of Navigation and Port Research
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• v.41 no.6
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• pp.451-466
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• 2017

Deep-sea fishing vessel No. 501 Oryong was fully flooded through its openings and sunk to the bottom of the sea due to the very rough sea weather on the way of evasion after a fishing operation in the Bearing Sea. As a result, many crew members died and/or were missing. In this study, a full-scale ship flooding sinking simulation was conducted, and the sinking process was analyzed for the precise and scientific investigation of the sinking accident using highly advanced Modeling & Simulation (M&S) system of Fluid-Structure Interaction (FSI) analysis technique. To objectively secure the weather and sea states during the sinking accident in the Bering Sea, time-based wind and wave simulation at the region of the sinking accident was carried out and analyzed, and the weather and sea states were realized by simulating the irregular strong wave and wind spectrums. Simulation scenarios were developed and full-scale ship and fluid (air & seawater) modeling was performed for the flooding sinking simulation, by investigating the hull form, structural arrangement & weight distribution, and exterior inflow openings and interior flooding paths through its drawings, and by estimating the main tank capacities and their loading status. It was confirmed that the flooding and sinking accident was slightly different from a general capsize and sinking accident according to the simple loss of stability.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.4 no.2
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• pp.155-159
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• 1999

The mini-weather buoy using newly developed Weather Observation Through Ambient Noise (WOTAN) technology is developed. The buoy uses the cellular phone system for communication between the mini-weather buoy and the receiving station. The developed mini-weather buoy was deployed near Kijang and the comparison with land observation station was good: the rms error for wind speed estimation from underwater ambient noise was about 1 m/s. The only shortcoming of developed mini-weather buoy is that the buoy must be within the range of the cellular phone system, but it can be easily solved when satellite phone system is available.

• Atmosphere
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• v.28 no.2
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• pp.187-200
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• 2018

The heavy snowfall phenomenon with thunder and lightning occurred in Yeongdong coastal region on 20 January 2017. Amount of snow on that day was a maximum of 47 cm and was concentrated in a short time (2 hours) at the Yeongdong coastal area. The mechanism of thundersnow was investigated to describe in detail using observational data and numerical simulation (Weather Research and Forecast, WRF) applied lightning option. The results show that a convective cloud occurred at the Yeongdong coastal area. The east wind flow was generated and the pressure gradient force was maximized by the rapidly developed cyclone. The cold and dry air in the upper atmosphere has descended (so called tropopause folding) atmospheric lower layer at precipitation peak time (1200 LST). In addition, latent heat in the lower atmosphere layer and warm sea surface temperature caused thermal instability. The convective cloud caused by the strong thermal instability was developed up to 6 km at that time. And the backdoor cold front was determined by the change characteristics of meteorological elements and shear line in the east sea. Instability indexes such as Total totals Index (TT) and Lightning Potential Index (LPI) are also confirmed as one of good predictability indicates for the explosive precipitation of convective rainfall.

• Journal of the Society of Naval Architects of Korea
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• v.51 no.2
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• pp.99-106
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• 2014

Weather routing of a ship provides an optimal route to the destination by using minimal time or fuel in a given sea condition. These days, weather routing came into a spotlight with soaring fuel price and the environmental regulations of IMO and several countries. This study presents three scenarios of voyaging strategies for a ship and compared them in terms of the fuel consumption. The first strategy fixes the speed of a ship as a constant value for entire sailing course, the second fixes the RPM of the ship as constant for entire course, and the third determines the RPMs of the ship for each segment of the course. For each strategy, a ship route is optimized by using the $A^*$ search method. Wind, ocean current and wave are considered as ocean environment factors when seeking the optimal routes. Based on 7000 TEU container ship's sea trial records, simulation has been conducted for three scenarios, and the most efficient routing scenario is determined in the view of fuel consumption.

• Ocean Science Journal
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• v.42 no.4
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• pp.211-222
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• 2007

We compare insolation results calculated from two well-known empirical formulas (Socket and Beaudry's SB73 formula and the original Smithsonian (SMS) formula) and a radiative transfer model using input data predicted from meteorological weather-forecast models, and review the accuracy of each method. Comparison of annual mean daily irradiance values for clear-sky conditions between the two formulas shows that, relative to the SMS, the SB73 underestimates spring values by 9 W $m^{-2}$ in the northern Adriatic Sea, although overall there is a good agreement between the annual results calculated with the two formulas. We also elucidate the effect on SMS of changing the 'Sun-Earth distance factor (f)', a parameter which is commonly assumed to be constant in the oceanographic context. Results show that the mean daily solar radiation for clear-sky conditions in the northern Adriatic Sea can be reduced as much as 12 W $m^{-2}$ during summer due to a decrease in the f value. Lastly, surface irradiance values calculated from a simple radiative transfer model (GM02) for clear-sky conditions are compared to those from SB73 and SMS. Comparison with iu situ data in the northern Adriatic Sea shows that the GM02 estimate gives more realistic surface irradiance values than SMS, particularly during summer. Additionally, irradiance values calculated by GM02 using the buoy meteorological fields and ECMWF (The European Centre for Medium Range Weather Forecasts) meteorological data show the suitability of the ECMWF data usage. Through tests of GM02 sensitivity to key regional meteorological factors, we explore the main factors contributing significantly to a reduction in summertime solar irradiance in the Adriatic Sea.

• Journal of Environmental Impact Assessment
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• v.11 no.2
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• pp.79-91
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• 2002

Four dimensional data assimilation (FDDA) technique was considered for 3 dimensional wind field in coastal area and a set of 3 numerical experiments including control experiments has been tested for the case of the synoptic weather pattern of the weak northerly geostrophic wind with the cloud amount of less than 5/10 in autumn. A three dimensional land and sea breeze model with the sea surface temperature (SST) of 290K was performed without nudging the observed wind field and surface temperature of AWS (Automatic Weather System) for the control experiment. The results of the control experiment showed that the horizontal temperature gradient across the coastline was weakly simulated so that the strength of the sea breeze in the model was much weaker than that of observed one. The experiment with only observed horizontal wind field showed that both the pattern of local change of wind direction and the times of starting and ending of the land-sea breeze were fairly well simulated. However, the horizontal wind speed and vertical motion in the convergence zone were weakly simulated. The experiment with nudgings of both the surface temperature and wind speed showed that both the pattern of local change of wind direction and the times of starting and ending of the land-sea breeze were fairly well simulated even though the ending time of the sea breeze was delayed due to oversimulated temperature gradient along the shoreline.