• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.7
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• pp.1082-1087
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• 2021

The propeller shaft has different pattern of behaviors at each static, dynamic, and transient condition to a ship shaft system due to the effects of propeller weight and eccentric thrust, which increases the potential risk of bearing failure by causing local load variations. To prevent this, the various research of the shafting system has been conducted with the emphasis on optimizing the relative slope and oil film retention between propeller shaft and stern tube bearing at quasi-static condition, mainly with respect to the Rules for the Classification of Steel Ships. However, to guarantee a stability of the shafting system, it is necessary to consider the dynamic condition including the transient state due to the sudden change in the stern wakefield during rudder turn. In this context, this study cross-validated the ef ect of propeller shaft behavior on the stern tube bearing during port turn operation, which is a typical transient condition, by using the strain gauge method and displacement sensor for 50,000 DWT medium class tanker. And it was confirmed that the propeller eccentric thrust change showing relief the load of the stern tube bearing.

• The Journal of the Convergence on Culture Technology
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• v.8 no.5
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• pp.569-575
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• 2022

It is most desirable to build a crane training program in the same evvironment as the actual port, but it has problem such as time constraint and cost. To overcome these limitations, next-generation training programs based on AR/VR are receiving a lot of attention. In this paper, a prototype of a harbor crane training system based on virtual reality was designed and implemented. The system implemented in this paper consists of two elements: an Arduino-based IoT terminal and an HMD equipped with a Unity application program. The IoT terminal consists of 2 controllers, 2 toggle switches, and 8 button switches to process data generated according to the user's operation. The HMD uses Oculus Quest2 and is connected to the IoT terminal through wireless communication to provide user convenience. The training system implemented in this paper is expected to provide trainees with a training environment independent of time and place through virtual reality and to save time and money.

• Journal of Environmental Impact Assessment
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• v.31 no.4
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• pp.226-240
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• 2022

Local governments over a certain size in Republic of Korea may conduct Environmental Impact Assessment (EIA) considering regional characteristics if it is necessary, in accordance with Article 42 of the 「Environmental Impact Assessment Act」. However, it was investigated that the number of local government EIA operation in many local governments was less than initial expectations. In order to improve it, the status of ordinances and consultation guidelines which are different for each local government need to be compared, and the institutional issues forthe relevant local governments must be found considering regional characteristics. Furthermore, detailed regulation and guidance on the local government EIA procedure should be included in the consultation guidelines and related information need to be provided. In this study, focusing on the case of Incheon Metropolitan City, the status of local government EIA ordinances in metropolitan cities and provinces with a similar condition was investigated, and the types and scope of target projects were compared and analyzed. In addition, consultation guidelines forIncheon Metropolitan City were written, and improvements on the procedure flow and overall schedule designation derived from the process were presented. In the case of Incheon Metropolitan City, there were no detailed information officially announced regarding the regulations of the local government EIA ordinance and follow-up management, so the administrative system of the local government needed to be reinforced in this field. Meanwhile, considering the status of local environment and geography, some target project types were deemed necessary to be added: port construction projects, water resource development projects, railroad construction projects, and military facilities installation projects. The results of this study will provide useful information to local governments which want to improve their operation effectiveness by reorganizing the local government EIA system and preparing specific guidelines.

• The Journal of Fisheries Business Administration
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• v.15 no.1
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• pp.131-153
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• 1984

Fishery resources are still abundant compared with other resources and the possibility of exploitation is probably great. The Korean fishery industry has grown remarkably since 1957, and Korea is ranked as one of the major fishery countries. Its of fishery products reached the 9th in the world and the value of exports was 5th in 1982. But recently a growth rate has slowed down, due to the enlargement of territorial seas by the declaration of the 200 mile, Exclusive Economic Zone, the tendency to develop fishery resources strate-gically in international bargaining, the change in function of the international organizations, the expansion of regulated waters, the illegal arrest of our fishing boats, the rapid rise in oil prices, and the fall in fish prices, the development of fishery resources as a symbol of nationalism, the fishing boats decreptitude, the rise of crew wages, regulations on fishing methods, fish species, fishing season, size of fish, and mesh size, fishing quotas and the demand of excessive fishing royalties. Besides the the obligation of coastal countries, employing crews of their host countries is also an example of the change in the international environment which causes the aggravation of foreign profit of fishing firms. To ameliorate the situation, our Korean fishery firms must prepare efficient plans and study systematically to internationalize themselves because such existing methods as conventional fishing entry and licence fishing entry are likely to be unable to cope with international environmental change. Thus, after the systematic analysis of the problem, some new combined alternatives might be proposed. These are some of the new schemes to support this plan showing the orientation of our national policy: 1. Most of the coastal states, to cope with rapid international environmental change and to survive in the new era of ocean order, have rationalized their higher governmental structure concerning the fishery industries. And the coastal countries which are the objectives of our expecting entry, demand excessive economic and technical aid, limit the number of fishing boats’entry and the use of our foreign fishing bases, and regulate the membership of the international fishery commissions. Especially, most of the coastal or island countries are recently independent states, which are poorer in national budget, depend largely on fishing royalties and licence entry fees as their main resources of national finance. 2. Alternatives to our entry to deep sea fishing, as internationalization strategies, are by direct foreign investment method. About 30 firms have already invested approximately US $ 8 million in 9 coastal countries. Areas of investment comprise the southern part of the Atlantic Ocean, the Moroccan sea and five other sea areas. Trawling, tuna purse seining and five other fields are covered by the investment. Joint-venture is the most prominent method of this direct investment. If we consider the number of entry firms, the host countries, the number of seas available and the size of investment, this method of cooperation is perhaps insufficient so far. Our fishery firms suffer from a weakness in international competitive ability, an insufficiency of information, of short funds, incompetency in the market, the unfriendliness of host coastal countries, the incapability of partners in joint-ventures and the political instability of the host countries. To enlarge our foreign fishing grounds, we are to actively adopt the direct investment entry method and to diversity our collaboraboration with partner countries. Consequently, besides proper fishing, we might utilize forward integration strategies, including the processing fied. a. The enterprise emigration method is likely to be successful in Argentina. It includes the development of Argentinian fishing grounds which are still not exploited in spite of abundant resources. Besides, Arentina could also be developed as a base for the exploitation of the krill resources and for further entries into collaboration with other Latin American countries. b. The co-business contract fishing method works in American territorial seas where American fishermen sell their fishery products to our factory ships at sea. This method contributes greatly to obtaining more fishing quotas and in innovation bottom fishing operation. Therefore we may apply this method to other countres to diffuse our foreign fishing entry. c. The new fishing ground development method was begun in 1957 by tuna long-line experimental fishing in the Indian Ocean. It has five fields, trawling, skipjack pole fishing and shrimp trawling, and so on. Recently, Korean fisheries were successful in the development of the Antarctic Ocean krill and tuna purse seining. 3. The acceleration of the internationalization of deep sea fishing; a. Intense information exchange activities and commission participation are likely to be continues as our contributions to the international fishery organizations. We should try to enter international fishery commissions in which we are not so far participating. And we have to reform adequately to meet the changes of the function of the international commissions. With our partner countries, we ought to conclude bilateral fishery agreements, thus enlarging our collaboration. b. Our government should offer economic and technical aids to host countries to facilitate our firms’fishery entry and activities. c. To accelerate technical innovation, our fishery firms must invest greater amount in technical innovation, at the same time be more discriminatory in importing exogeneous fishery technologies. As for fishing methods; expanded use of multi-purpose fishing boats and introduction of automation should be encuraged to prevent seasonal fluctuations in fishery outputs. d. The government should increases financial and tax aid to Korean firms in order to elevate already weak financial structure of Korean fishery firms. e. Finally, the government ought to revise foreign exchange regulations being applied to deep sea fishery firms. Furthermore, dutes levied on foreign purchaed equipments and supplies used by our deep sea fishing boats thould be reduced or exempted. when the fish caught by Korean partner of joint-venture firms is sold at the home port, pusan, import duty should be exempted.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.10 no.10
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• pp.1737-1743
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• 2006

OCR(On channel repeater) provides the high frequency reuse efficiency for allocating frequency bands to repeaters because the frequency of input and output signals of OCRs is the same. However the oscillation probability of OCRs is high due to the same input and output frequency. In order to prevent a repeater from oscillating, we must keep the antenna isolation higher than the gain of the repeater with a some margin. In this paper we simulated the effects of the amplitude, phase and time delay of feedback signals (m the characteristics of non-regeneration OCR. Simulation results show that the highest probability of oscillation is occurred when the gain of a repeater is the same value of the isolation. From the simulation results, we know that the phase of feedback signals can be adjusted to reduce the possibility of oscillation if a non-regeneration repeater has a narrow operation bandwidth or a signal bandwidth is narrow. As the time delay increases, the probability of oscillation and the fluctuation of gain over a certain frequency band increase also. The effects of the amplitude and phase of feedback signals on S/N of 8-VSB signal for generation and non-generation repeater were tested. The measured results show that the set-top can receive 8-VSB signal when the received signal power is $17{\sim}18dB$ higher than the noise power. When the isolation is almost same as the gain of the repeater, then the set-top can not receive 8-VSB signals due to the oscillation of the repeater. And the phase of feedback signals affects S/N at the output of the repeater when the isolation is $11.75{\sim}13.75dB$ larger than the gain of the repeater. In this case the set-top can not receive 8-VSB signal of at $48^{\circ}\;and\;347^{\circ}$ of the phase of feedback signals. However the phase of feedback signals can not affect the S/N of 8-VSB signals of the generation repeater because of the demodulation and modulation process of the generation repenter. The set-top can not receive 8-VSB signals when the amplitude of feedback signals is $12.6{\sim}13.6dB$ larger than the wanted signal power at the input port of the repeater. It's because that the amplitude of feedback signals saturates the front end of the repeater.

• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.6
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• pp.658-665
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• 2013

In this study, we measured particulate matter(PM) which emerged as the hot issue from the International Maritime Organization(IMO) and the exhaust emission using HANBADA, the training ship of Korea Maritime University. In particular, the PM was obtained with TEM grid. PM structure was observed by electron microscopy. And exhaust gases such as NOx, $CO_2$, and CO were measured using the combustion gas analyzer(PG-250A, HORIBA). The results of this study are as follows. 1) When the ship departed from the port, the maximum difference in PM emissions were up to 30 % due to the Bunker Change. 2) Under the steady navigation, emission of PM was $1.34mg/m^3$ when Bunker-A is changing L.R.F.O(3 %). And, at the fixed L.R.F.O (3 %), emission of PM was $1.19mg/m^3$. When the main engine RPM increased up to 20 % with fixed L.R.F.O(3 %), emission of PM was $1.40mg/m^3$. When we changed to low quality oil(L.R.F.O(3 %)), CO concentration from main engine increased about 16 %. On the other hand, when the main engine RPM is rising up to 20 %, CO concentration is increased more than 152 percent. These results imply that the changes of RPM is a dominant factor in exhaust emission although fuel oil type is an important factor. 3) The diameter of PM obtained with TEM grid is about $4{\sim}10{\mu}m$ and its structure shows porous aggregate.

• KDI Journal of Economic Policy
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• v.12 no.1
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• pp.93-110
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• 1990

The basic purpose behind the Korean government's policy toward the Korean deep sea fishing industry is to limit growth of the industry. Therefore, the regulations on the industry are generally restrictive and interventionist. The policy is intended to maintain high domestic fish prices in order to protect the domestic coastal fishing industry. Some regulations have also been introduced to maintain "industrial order." Each fishing vessel must obtain a government permit for operation. The permit specifies the kind of fish it can catch, the area of sea in which it can operate, and the port at which it can unload its catches. The number of permits government issues each year is based on the estimates of the demand increase calculated by government officials, and the government traditionally has been fairly conservative in its estimation, reflecting its concern for fish price stabilization, which actually implies a gradual increase of the prices. There is also a restriction on importing vessels from abroad. This regulation is intended to protect the domestic shipbuilding industry. However, this regulation has resulted in an unusually high average age of Korean fishing vessels, causing fishing costs to rise. These regulations and the inflexible response of the regulators to changing circumstances have resulted in many problems: i) high domestic fish prices, which are, to some extent deliberately, inflated to three or four times the level of international prices, resulting in huge consumer welfare losses; ii) over-exploitation of coastal fish resources; iii) provision of a hospitable environment for inefficient firms to survive, which is especially evident from the fact that, despite the high fish prices in Korea, most of the firms in the industry do not enjoy high profitability. It also must be pointed out that the actual beneficiaries of the high fish prices are the large operators, who are protected from competition and provide most of the fish for domestic consumption, rather than the low-income fishing households and small coastal operators whom the policy was originally designed to help. This study proposes a set of regulatory reforms and policy changes which could Promote competition and equity within the industry and allow firms to reduce costs and increase productivity. Such changes can make the industry more efficient and internationally competitive. Major proposals are, among others: minimization of bureaucratic discretion in issuing fishing permits and maintaining transparency in the governments' decision-making processes; reduction of the government permit specifications and simplification of the operational categories within the industry; and removal of the restrictions on importing foreign fishing vessels.

• Journal of Bio-Environment Control
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• v.4 no.1
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• pp.59-67
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• 1995

This study was conducted to develope the automatic insulation system which control inside temperature of the greenhouse. For this purpose, the double- wall greenhouse and system which could automatically supply and discharge styrene pellets were constructed and abrasion of the pellets, blower ability, insulating property, transmittance and shading effect were analyzed by the experiments. The results obtained from this study can be summarized as follows : 1. It took an hour and fifteen minutes to supply and discharge about 2㎥ pellets in the experimental greenhouse. However, it is possible to reduce the operation time by proper selection of the blower and exhaust port, and by proper control of the supply and return pipe. 2. It was founded that the indirect delivery way was more profitable than the direct one in the supply and return of pellets. 3. When the transmittance was measured between 10 a.m. and 3 p.m., the average light transmissivity rate was 67%. 4. In winter nighttime, the inside temperature of the double- wall greenhouse with out the pellets was higher than the outside temperature by 3.4$^{\circ}C$ on an average. However, the inside temperature of the double - wall greenhouse with insulated area 73% was higher than the outside by one 6.6$^{\circ}C$ on an average, and the inside temperature of the greenhouse with insulated area 100% was higher than outside one by 13.5$^{\circ}C$ on an average. Therefore, it was proved that the insulating ability of the double - wall greenhouse in nighttime was excellent. 5. When the outside temperature was 36.9$^{\circ}C$ on an average, the inside temperature of the double- wail greenhouse with insulated area 100% was 3$0^{\circ}C$ on an average. As the inside temperature was lower than the outside one by 7$^{\circ}C$ on an average, we could know that the shading effects of the double- wall greenhouse were excellent in summer daytime.

• Journal of the Korean Institute of Navigation
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• v.4 no.2
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• pp.45-79
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• 1980

The aim of this paper is to analyze the mechanics of price formation in the tramp shipping. For the purpose of this study, the main characteristics of tramp freight rates and the market is examined, and a brief examination of the nature ofthe costs of operation is given which are essential for the understanding of the functioning of shipping firms as well as for the understanding of developments in the tramp freight market. The demand and supply relationships in the market is also analysed in detail. Tramp shipping is an industry that has a market which functions under conditions that are not dissimilar to the theoretical model of perfect competition. However, it does notmean that tramp shipping market is a perfectly competitive market. It is apparent that this realworld competitive system has its imperfections, which means that the market for tramp shipping is near to being a perfectly competitive market on an internaitonal scale and it is freight are therefore subjext to the laws of supply and demand. In theory, the minimum freight rate in the short term is that at which the lowest cost vessels will lay-up in preference to operating, and is equal to the variable costs minus lay-up costs; and this would imply that in all times except those of full employment for ships there is a tendency for newer low-cost, and, probably, faster vessels to be driving the older high-cost vessels in the breaker's yards. In this case, shipowners may be reluctant to lay-up their ships becasue of obligations to crews, or because they would lose credibility with shippers or financiers, or simply because of lost prestige. Mainly, however, the decision is made on strictly economic grounds. When, for example, the total operating costs minus the likely freight earnings are greater than the cost of taking the ship out of service, maintaining it, and recommissioning it, then a ship may be considered for laying-up; shipowners will, in other words, run the ships at freight earnings below operating costs by as much as the cost of laying them up. As described above, the freight rates fixed on the tramp shipping market are subject to the laws of supply and demand. In other words, the basic properties of supply and demand are of significance so far as price or rate fluctuations in the tramp freight market are concerned. In connection with the same of the demand for tramp shipping services, the following points should be brone in mind: (a) That the magnitude of demand for sea transport of dry cargoes in general and for tramp shipping services in particular is increasing in the long run. (b) That owning to external factors, the demand for tramp shipping services is capable of varying sharphy at a given going of time. (c) The demad for the industry's services tends to be price inelastic in the short run. On the other hand the demand for the services offered by the individual shipping firm tends as a rule to be infinitely price elastic. In the meantime, the properties of the supply of the tramp shipping facilities are that it cannot expand or contract in the short run. Also, that in the long run there is a time-lag between entrepreneurs' decision to expand their fleets and the actual time of delivery of the new vessels. Thus, supply is inelastic and not capable of responding to demand and price changes at a given period of time. In conclusion, it can be safely stated that short-run changes in freight rates are a direct result of variations in the magnitude of demand for tramp shipping facilities, whilest the average level of freight rates is brought down to relatively low levels over prolonged periods of time.

• Journal of the Korean association of regional geographers
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• v.4 no.1
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• pp.77-98
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• 1998

In general, spatial imbalance in regional growth is a major cause of social and political conflicts within a state. In Korea, this inequality has functioned as a threat to the state's integration. With the economic development policies by regional industrialization over the past three decades, most of the industrial activities have been concentrated in Seoul and Pusan metropolitan areas, which are surrounded by Kyonggi, Kyongnam provinces respectively. Compared to these areas, Chonnam and Chonbuk provinces have lagged behind in economic development. Therefore, in order to increase the regional economic development of the southwestern region in Korea, the central government has been enforcing several policies aimed at regional industrialization since the 1980s. The purpose of this study focuses on the regional economic impacts of a newly established industrial estate-Yulchon industrial complex- which would act as a regional growth center in the Kwangyang bay area. The Kwangyang bay area consists of several industrial estates such as Kwangyang Iron and Steel Co. and its related industrial complex, Chuam rural industrial estate, Yeochon industrial complex, and so on. In addition, the Kwangyang container port was constructed in 1997. The Kwangyang bay area has been changing to a new industrial district in the southwestern part of Korea as a result of industrialization policies which were activated by central government. The Yulchon industrial complex, which is expected to be completed in 2001, would draw many manufacturing plants. For example, Hyundai Motors Co. has a plan to locate a new automobile assembly plant within the estate. As the plan has high probability to be realized, it will be interesting to study the effects a new automobile assembly plant and its related production linkages have on the region. This study is to estimate the expected structural characteristics of automobile production activities in Yulchon. The following details will be discussed: the regional economic impacts of a new automobile industry in Yulchon industrial complex, the production linkage formation via hierarchical subcontracting systems, the alternative strategies to promote the growth of regional economies, and the scheme to improve the auto-parts and components industry in Kwangju and Chonnam provinces by establishing auto-mobile production function. Automoblie industry generally gives great influences on not only regional economies but the related industries, for example, the firms producing automotive components. If a new plant producing automobiles and its related firms producing components are to be established in Yulchon, they will affect on the regional development directions and change the regional characteristics of industrial structure. In order to increase the spread effects of the new industry in Yulchon industrial complex, almost all of the automobile production processes must be organized concurrently within a limited range of distance. There is an imperative that the co-operation system should be structured between the assembly firm and many firms producing its components. In addition to those, it would be required such as the effective division of labors between the firms, much more capabilities in the technical innovations, and the reconstruction of interrelationship between the labor unions and the firms' managers.