• Journal of the Korean Institute of Navigation
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• v.21 no.2
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• pp.47-58
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• 1997

The purpose of this study is to find out the impacts of VTS on the marine safety and users' opinion on the VTS which have been being operated in the port of Pohang for the last 3 years and is to suggest a guideline to the successful operation of VTS in the future. This study is based upon the questionnaire survey and the respondents include 236 masters/mates of merchant vessels who have visited the port of Pohang and 6 pilots who have been working in the port. From the questionnaire results, this study notes the following conclusions related to the VTS operations. (1) A few of the respondents (mainly foreigners) do not understand the entering procedure of the port and the fundamental concept of VTS. Accordingly, the more active VTS services have to be provided for the mariners. (2) It was found that themost dangerous factors in tehvicinity of the port were the floating materials, fishing nets, andillegal fishing activities inthe fairway. Therefore, the proper surveillance, stricter enforcement of Acts and the instructive education for the fishermen are required to avoid the risks. (3) A majority of the respondents agreed the VTS has contributed to the safety of vessel traffic, and they pointed out ' the assiatances in reduced visibililty conditions' is the most important task of VTS. The amount of 75.6% of the respondents answered that they have experienced the assistance from VTS more than 1 time since the system was established in the port of Pohang . Also 44.2% of the respondents considered they were able to avoid marine casualties such as collision, ramming or agrounding with the VTS assistances. (4) 49.2% of the respondents preferred the passive information services , while, 38.8% of them preferred the positive control advices in the case of encountering any potential risks. VTS iperators have to consider seriously when they provide the positive control advices of ship's course and speed. (5) A majority of the respondents confirmed that the prot and its approaches is suitable for the VTS coverge . To extend the service areas of the VTS and to improve radar detecting ability, the use of radar transponders are seen as the ideal method. (6) A minority of the respondents pointed out 'the improper orders or recommendatinos caused by the poor decision making' firstly, ' the language problem(sea-speaking in English)' secondly, as the deficiency of personal qualification. It seems, therefore, theat the personal efforts of the operators and systematic training programmes for them are necessary to solve the problems.

• Proceedings of the KWS Conference
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• 2009.11a
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• pp.97-97
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• 2009

The use of thin plate increases due to the need for light weight in large ship. Thin plate is easily distorted and has residual stress by welding heat. Therefore, the thin plate should be carefully joined to minimize the welding deformation which costs time and money for repair. For one effort to reduce welding deformation, it is very useful to predict welding deformation before welding execution. There are two methods to analyze welding deformation. One is simple linear analysis. The other is nonlinear analysis. The simple linear analysis is elastic analysis using the equivalent load method or inherent strain method from welding experiments. The nonlinear analysis is thermo-elastic analysis which gives consideration to the nonlinearity of material dependent on temperature and time, welding current, voltage, speed, sequence and constraint. In this study, the welding deformation is analyzed by using thermo-elastic method for PCTC(Pure Car and Truck Carrier) which carries cars and trucks. PCTC uses thin plates of 6mm thickness which is susceptible to welding heat. The analysis dimension is 19,200mm(length) * 13,825mm(width) * 376mm(height). MARC and MENTAT are used as pre and post processor and solver. The boundary conditions are based on the real situation in shipyard. The simulations contain convection and gravity. The material of the thin block is mild steel with $235N/mm^2$ yield strength. Its nonlinearity of conductivity, specific heat, Young's modulus and yield strength is applied in simulations. Welding is done in two pass. First pass lasts 2,100 second, then it rests for 900 second, then second pass lasts 2,100 second and then it rests for 20,000 second. The displacement at 0 sec is caused by its own weight. It is maximum 19mm at the free side. The welding line expands, shrinks during welding and finally experiences shrinkage. It results in angular distortion of thin block. Final maximum displacement, 17mm occurs around welding line. The maximum residual stress happens at the welding line, where the stress is above the yield strength. Also, the maximum equivalent plastic strain occurs at the welding line. The plastic strain of first pass is more than that of second pass. The flatness of plate in longitudinal direction is calculated in parallel with the direction of girder and compared with deformation standard of ${\pm}15mm$. Calculated value is within the standard range. The flatness of plate in transverse direction is calculated in perpendicular to the direction of girder and compared with deformation standard of ${\pm}6mm$. It satisfies the standard. Buckle of plate is calculated between each longitudinal and compared with the deformation standard. All buckle value is within the standard range of ${\pm}6mm$.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.23 no.4
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• pp.163-168
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• 1987

The underwater observation of the ambient noise and the noise generated by the engine revolution in a ship was carried out in July to August, 1984, 1985 and 1987, near around some ports and in the Eastern Sea of Korea. Vertical distribution of the sound pressure of both noises were observed and the spectrum characteristics were analysed and compared. The results obtained are summarized as follows: 1. Sound pressure level of the ambient noise at 5m deep layer in calm sea condition (wind speed 0-2m/s) near around the ports were observed as 108dB at the eastern part of Pusan port, 106dB at the southern part of Pusan port and 101dB at Kuryongpo port. It shows that the level near around the large port which contains much noisy resources is higher than the small port. The level at 5m deep layer in the open sea, in the mid-region between Korean Peninsula and Ulnung Island was observed as 100dB. It mean that the level in the open sea is lower than that around the ports. The level at 20m and 70m deep layer were 1-2dB lower than that at 5m deep layer, and that at deeper layer than 100m was almost constantly 100dB around. 2. Sound pressure level of the ambient noise at 5m deep layer in windy open sea condition (wind speed 10-15m/s) was 108dB, and was gradually decreased in accordance with the increase of depth with representing 100dB at 70m deep layer and that at deeper layer was almost constantly 100dB. The level of the noise generated by engine revolution was 146, 125, 112, 110, 104dB at 5, 50, 100, 150 and 200m deep layer respectively. It means that the level decrease with the depth. 3. Spectrum level of the ambient noise at 5m deep layer with the frequency band of 10 Hz, 100 Hz, 1 KHz, 10 KHz, in the windy sea condition were 86, 75, 61, 32dB respectively and the level of the noise generated by engine revolution was 105, 95, 86, 55dB respectively. It means that the latter are about 20dB higher than the former. The level of the former at 200m deep layer was 80, 68, 47, 26dB and the latter 82, 70, 59, 31dB. It means that the latter are about 4dB higher than the former.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.24 no.1
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• pp.16-25
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• 2012

To calculate the total mass flux that change in dry and flood season in the Yeomha Channel of Gyeonggi Bay, the 13 hour bottom tracking observation was performed from the southern extremity. The value of the total mass flux(Lagrange flux) was calculated as the sum of the Eulerian flux value and stroke drift value and the tidal residual flow was harmonically analyzed through the least-squares method. Moreover, the average during the tidal cycle is essential to calculate the mass flux and the tidal residual flow and there is the need to equate the grid of repeatedly observed data. Nevertheless, due to the great differences in the studied region, the number of vertical grid tends to change according to time and since the horizontal grid differs according to the transport speed of the ship as a characteristic of the bottom tracking observation, differences occur in the horizontal and vertical grid for each hour. Hence, the present study has vertically and horizontally normalized(sigma coordinate) to equate the grid per each hour. When compared to the z-level coordinate system, the Sigma coordinate system was evaluated to have no irrationalities in data analysis with 5% of error. As a result of the analysis, the tidal residual flow displayed the flow pattern of sagging in the both ends in the main waterway direction of dry season. During flood season, it was confirmed that the tidal residual flow was vertical 2-layer flow. As a result of the total mass flux, the ebb properties of 359 cm/s and 261 cm/s were observed during dry and flood season, respectively. The total mass flux was moving the intertidal region between Youngjong-do and Ganghwa-do.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.33 no.3
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• pp.159-165
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• 1997

This paper presents the optimum dimension of 89 ton class stow-net vessel with stern-fishing. The model of basic design is developed by using the optimization techniques referring to objective function and numerous constraints as follows; speed, fishing quantity, fishing days, catch per unit effort(CPUE), and weight/ratio of main dimensions, etc. Thus, the basic design of stow-net fishing vessel is built up by using the optimization of the design variables called the economic optimization criteria, and the objective function represents the criterion which is cost benefit ratio(CBR). The main conclusions are as follows. 1. S/W for decision of optimum hull size is developed in 89 ton class stow-net fishing vessel which is constructed with optimization of the design variables called the economic optimization criteria. 2. For optimum ship dimensions in 89 ton class stow-net fishing vessel, the hull dimensions can be obtained in the range of L= 27.3m, B = 6.6m, D = 2.80m, Cb = 0.695, T/D = 0.80, $\Delta$(displacement)=281.7ton with 10 knots.