• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.2
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• pp.14-22
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• 2017

The frequency and scale of natural disasters due to the abnormal climate phenomena caused by global warming have being increasing all over the world. Various natural disasters, such as typhoons, earthquakes, floods, heavy rain, drought, sweltering heat, wind waves, tsunamis and so on, can cause damage to human life. Especially, the damage caused by natural disasters such as the Earthquake of Japan, hurricane Katrina in the United States, typhoon Maemi and so on, have been enormous. At this stage, it is difficult to estimate the scale of damage due to (future) natural disasters and cope with them. However, if we could predict the scale of damage at the disaster response level, the damage could be reduced by responding to them promptly. In the present study, therefore, among the many types of natural disaster, we developed a function to estimate the damage due to wind waves caused by sea winds and waves. We collected the damage records from the Disaster Report ('91~'14) published by the Ministry of Public Safety and Security about wind waves and typhoons in the western coastal zone and, in order to reflect the inflation rate, we converted the amount of damage each year into the equivalent amount in 2014. Finally, the meteorological data, such as the wave height, wind speed, tide level, wave direction, wave period and so on, were collected from the KMA (Korea Meteorological Administration) and KHOA (Korea Hydrographic and Oceanographic Agency)'s web sites, for the periods when wind wave and typhoon damage occurred. After that, the function used to estimate the wind wave damage was developed by reflecting the regional characteristics for the 9 areas of the western coastal zone.

• The Bulletin of The Korean Astronomical Society
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• v.46 no.2
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• pp.47.1-47.1
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• 2021

Transverse magnetohydrodynamic waves often called Alfvénic (or kink) waves have been often theoretically put forward to solve the outstanding problems of the solar corona like coronal heating, solar wind acceleration, and chemical abundance enhancement. Here we report the first spectroscopic detection of Alfvénic waves around a sunspot at chromospheric heights. By analyzing the spectra of the Hα line and Ca II 854.2 nm line, we determined line-of-sight velocity and temperature as functions of position and time. As a result, we identified transverse magnetohydrodynamic waves pervading the superpenumbral fibrils. These waves are characterized by the periods of 2.5 to 4.5 minutes, and the propagation direction parallel to the fibrils, the supersonic propagation speeds of 45 to 145 km s-1, and the close association with umbral oscillations and running penumbral waves in sunspots. Our results support the notion that the chromosphere around sunspots abounds with Alfvénic waves excited by the mode conversion of the upward-propagating slow magnetoacoustic waves.

• Journal of the Korean Institute of Navigation
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• v.8 no.2
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• pp.51-70
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• 1984

In the North Pacific Ocean a lot of large waves set up in winter, affected by continued winds and swells owing to severe extratropical cyclones. Under this sea condition, if the ship is about 100,000L/T (in deadweight capacity tonnage), we can't find the danger involved in the ship at sea apparently. But when we compare the seaworthiness of ship's building strength with the stress given to the hull by waves, we can't insist that the former be more stronger than the latter. As a result, VLCC is in danger of destroying and cutting for lack of longitudinal strength in heavy weather. Up to this time, Naval Architects have actively studied the relation between ship's longitudinal strength and waves as a ship's projector; however, actually, they have never made more profound study on the problem of longitudinal strength in relation to navigation. The main puprpose of this thesis is to clarify these vivid actual states of ship's trouble unknown to ship's masters. In this thesis we picked up VLCC Pan Yard, a vessel of Pan Ocean Bulk Carrier company's, as a model ship. And in the North Pacific Ocean, we have chosen for this research the basins where the wind speed and the wave height are greater than average. The data used this thesis are quotes from the "winds and waves of the North Pacific Ocean('64-'73)", and wind speed more than 30 knots was made use of as an ocject of this study. By usinh the ITTC wave spectrum, we found out the significant waves for every 5 knots within the range of 20 knots to 45 knots of wind speed. According to this H1/1000 was calculated. The stress of ship's hull is determined by ship's speed and wave height. We compared the ship's longitudinal strength with a planned wave height by rules of several famous classification societies in the world. In the last analysis, we found out that ship's present planned strength in heavy weather is not enough. Finally we made a graph for avoiding heavy weather, with which we studied safe ship's handling in the North pacafic Ocean in winter.

• The Bulletin of The Korean Astronomical Society
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• v.38 no.2
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• pp.94.1-94.1
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• 2013

Whistler mode chorus waves, which are observed outside the plasmasphere of the Earth's magnetosphere, play a major role in accelerating and scattering energetic electrons in the radiation belts. In this study we developed a predicting scheme of the global distribution of chorus by using the Time History of Events and Macroscale Interactions during Substorms (THEMIS) satellite data. First, we determined global spatial distributions of chorus activity, and identified fit functions that best represent chorus intensities in specific L-MLT zones. Second, we determined the specific dependence of average chorus intensity on preceding solar wind conditions (e.g., solar wind speed, IMF Bz, energy coupling degree) as well as preceding geomagnetic states (as represented by AE, for example). Finally, we combined these two results to develop the predicting functions for the global distribution and intensity of chorus. Implementing these results in the radiation belt models should improve the local acceleration effect by chorus waves.

• Journal of the Society of Naval Architects of Korea
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• v.37 no.1
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• pp.50-59
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• 2000

This paper presents a brief outline of dynamic stability of a damaged ship at final stage of flooding in rough beam wind and waves. One degree-of-freedom, roll equation is adopted with effects of flooding water and external forces due to wind and waves, but without effect of sloshing. We discuss the dynamic stability of the damaged ship in terms of capsizing probability based on risk analysis, the method of which was firstly proposed by Umeda et al.[6] to high speed craft in intact condition. As a result, we can evaluate the dynamic stability of the damaged ship in probabilistic manner according to sea state, operating condition and damage situation.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.12 no.4
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• pp.251-261
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• 2007

The wind-wave interaction around the Kyung-gi Bay, Korea, was studied using the observed data from ocean buoy at DeuckJeuck-Do from Jan. to Dec., 2005, and from waverider data at KeuckYeulBee-Do on Mar. 19-26 and May 23-28, 2005. Wind-driven surface waves and wave-driven wind speed decrease were estimated from the ocean buoy data, and the characteristics of wave spectrum response were also investigated from the waverider data for the wave developing and calm stages of sea surface, including the time series of spectrum pattern change, frequency trend of the maximum energy level and spectrum slope for the equilibrium state range. The wind speed difference between before and after considering the wave effect was about $2ms^{-1}$ (wind stress ${\sim}0.1Nm^{-2}$) for the wind speed range $5-10ms^{-1}$ and about $3ms^{-1}$ (wind stress ${\sim}0.4Nm^{-2}$) for the wind speed range $10-15ms^{-1}$. Correlation coefficient between wind and wave height was increased from 0.71 to 0.75 after the wave effect considered on the observed wind speed. When surface waves were generated by wind, the initial waves were short waves about 4-5 sec in period and become in gradual longer period waves about 9-10 sec. For the developed wave, the frequency of maximum energy was showed a constant value taking 6-7 hours to reach at the state. The spectrum slope for the equilibrium state range varied with an amplitude in the initial stage of wave developing, however it finally became a constant value 4.11. Linear correlation between the frictional velocity and wave spectrum for each frequency showed a trend of higher correlation coefficient at the frequency of the maximum energy level. In average, the correlation coefficients were 0.80 and 0.82 for the frequencies 0.30 Hz and 0.35 Hz, respectively.

• Proceedings of the KSRS Conference
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• v.1
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• pp.390-393
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• 2006

It is well known that synthetic aperture radar (SAR) provides information on ocean winds and surface waves. SAR data are of particularly high value in extreme weather conditions, as radar is able to penetrate the clouds providing information on different ocean surface processes. In this presentation some recent results on SAR observation of extreme wind and ocean wave conditions is summarised. Particular emphasize is put on the investigation of typhoons and extratropical cyclones in the North Pacific. The study is based on the use of ENVISAT ASAR wide swath images. Wide swath and scansar data are well suited for a detailed investigation of cyclones. Several examples like, e.g., typhoon Talim will be presented, demonstrating that these data provide valuable information on the two dimensional structure of the both the wind and the ocean wave field. Comparisons of the SAR observation with parametric and numerical model data will be discussed. Some limitations of standard imaging models like, e.g., CMOD5 for the use in extreme wind conditions are explained and modifications are proposed. Finally the study summarizes the capabilities of new high resolution TerraSAR-X mission to be launched in October 2006 with respect to the monitoring of extreme weather conditions. The mission will provide a spatialresolution up to 1m and has full polarimetric capabilities.

• Journal of the Society of Naval Architects of Korea
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• v.59 no.2
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• pp.89-95
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• 2022

The stability of the existing ships has been evaluated through numerical calculations in the steady-state, but recently the IMO proposed a new stability assessment criteria that the stability is evaluated in the state in which environmental loads from such as waves and wind act like the loads under actual ship operating conditions. In this study, IMO 2nd generation stability assessment method and procedure were summarized for the dead ship condition, and Direct Stability Assessment (DSA) was performed on 13K chemical tanker through basin model test. The model test is performed in the ocean engineering basin to implement wave and wind loads, and environmental conditions for waves were set height and period of the incident wave, considering the regular wave and wind generation range reproducible in the ocean engineering basin. In addition, to consider the effect of wind speed, the Beaufort Scale for wind speed was applied in the model test.

• 한국해양학회지
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• v.14 no.2
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• pp.45-53
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• 1979

The barometric factor is estimated at five stations in the Bay of Biscay from the linear regression between daily mean sea level and atmospheric pressure. The results show that the adjusted sea level change is important in amplitude in spite of the barometric response of the sea level to the atmospheric pressure. The cross-correlations between adjusted sea levels and the two components of wind stress suggest that the adjusted sea level is highly related to the longshore wind stress. The observed phase and the time lag between adjusted sea levels at adjacent stations aree consistent with the hypothesis of the northward travelling continental shelf waves.

• Journal of Astronomy and Space Sciences
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• v.8 no.1
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• pp.63-72
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• 1991

31Cyg는 Aur형의 장주기 쌍성으로, 확장된 대기를 갖는 초거성과 뜨거운 주계열성으로 이루어져 있다. 초거성의 wind는 질량 손실률이 크고, 차갑고, 낮은 terminal velocity를 갖는데, 일반적으로 Alfven wave가 wind mechanism으로 받어들여지고 있다. 이 논문에서는 31 Cyg에 대해 Alfven wave에 의한 모델을 적용하여 운동방정식을 직접 적분하였는데, 그 terminal velocity가 50∼80km/s로 관측값과 잘 들어 맞았다. 그리고 그 결과를 Kuin과 Ahmad(1989)의 경험적인 모델과 비교하였다.