In head sea, a ship has mainly the longitudinal motion such as vertical acceleration and pitch. In that case, the motion characteristics of a ship will have changed as the location different from each of place vertically and horizontally on board. The author carried out an experiment about the ship's vertical acceleration and pitch according to the location for the head sea, and analyzed the data with the aid of the statistical and spectral analyzing method to get the motion characteristics of the vessels. The response of vertical acceleration and pitch not deeply depend on the decks vertically, but displayed the relative big different value horizontally even if same deck. The biggest response of vertical acceleration and pitch among the accommodations was shown at scientist room, but the value of it not reached to the minimum requirement of ISO 2631-1 for working on board.

For the safety and cost reduction in the navigation, the automatic and intelligent system has been developed for the vessel, and the most important factor in the system is to decide the collision risk exactly. In this paper, we propose an advanced collision risk decision system for collision avoidance of the system. The conventional researches using DCPA and TCPA for calculating the collision risk have a problem to produce a same collision risk regardless of bearings for the ships, if they are located in the same distance from own ship. To solve this problem, in addition to DCPA and TCPA, we introduce the factor of VCD(variation of compass degree) and constant, CR which derived from COLREG'72(International Regulation for Preventing Collision at Sea, 1972) for evaluating the collision risk including even the burden of own ship navigator due to the encountering angle of each vessels. We decided the collision risk legally by the rule considering the relative situation of vessels. And therefore, the proposed system has two advantages, of which one is to produce more detail collision risk and another is to reflect the real underway situation in conformity with the rule.

Nano-crystalline hydroxyapatite (HAp) films were formed at the Ti surface by a single-step microarc oxidation (MAO), and HAp-zirconia composite (HZC) films were obtained by subsequent chemical vapor deposition (CVD) of zirconia onto the HAp. Through the CVD process, zero- and one-dimensional zirconia nanostructures having tetragonal crystallinity (t-ZrO2) were uniformly distributed and well incorporated into the HAp crystal matrix to form nanoscale composites. In particular, (t-ZrO2) was synthesized at a very low temperature. The HZC films did not show secondary phases such as tricalcium phosphate (TCP) and tetracalcium phosphate (TTCP) at relatively high temperatures. The most likely mechanism for the formation of the t-ZrO2 and the pure HAp at the low processing temperature was proposed to be the diffusion of Ca2+ ions. The HZC films showed increasing micro-Vickers hardness values with increases in the t-ZrO2 content. The morphological features and phase compositions of the HZC films showed strong dependence on the time and temperature of the CVD process. Furthermore, they showed enhanced cell proliferation compared to the TiO2 and HAp films most likely due to the surface structure change.

To compare and evaluate the suitability and comfort levels of the environment on board a stern trawl training ship, KAYA(GT: 1737 tons, Pukyong National University), with the international standardization guide ISO 6954:2000(E), measurements of the hull vibration on accommodation areas and working areas of the training ship from July 8 to July 10, 2008 were completed upon KAYA's linear sea route. The vibrations along the z-axis were measured with the use of a 3-axis vibration level meter, which included a marine vibration card. Results show accelerations of the vibrations on the passenger's accommodation area to be 42.0-115.8(average: 78.0, standard deviation(SD): 21.0) mm/s2, which is largely below the permissible upper limit, but 75 % of the observation points exceeded the permissible lower limit of 71.5 mm/s2, indicating a comfortable environment. The accelerations of the vibration in a frequency of 10-24Hz lowering the visual performance were measured at 2.5-12.0(average: 7.6, SD: 3.1) mm/s2. The crew s accommodation area experienced vibration accelerations of 42.9-82.3(average: 93.1, SD: 53.1) mm/s2, which is generally below the permissible upper limit of 214.0 mm/s2, and 62.5% of the observation points did not exceed the permissible lower limit of 107.0 mm/s2, denoting a level of comfort. The acceleration of the vibration in a frequency of 10-24Hz were 4.7-28.3(average: 12.4, SD: 8.8) mm/s2. On the crew s working area the accelerations were measured at 86.9-153.9(average 119.3, SD 18.0) mm/s2. These values were generally below the permissible upper limit of 286.0 mm/s2 and only 12.5% of the observation points did not exceed the permissible lower limit of 143.0 mm/s2, the level at which a high level of comfort is maintained. The accelerations in frequency of 10-24Hz and 30Hz were 9.1-29.8 (average 13.8, SD= 4.5) mm/s2 and 8.9-13.7 (average 11.8, SD 2.1) mm/s2, respectively. In conclusion the boarding environment of the training ship was good in general although an improvement of the vibration condition partially needed on the crew s accommodation area near the engine room.

Marine casualties of vessel are serious problems on social and national aspects, because it results in sacrifice of lives, a great lose of properties and marine pollution. According to recent statistics of marine casualties of vessel, fishing boats are more likely to be ended in the casualty, and especially, small fishing boats cause much more accidents than any other big vessels. Most of marine casualties were caused by the human factors such as poor watch keeping, inadequate manoeuvering and negligent action for engine, etc. This study is intended to provide navigator of small fishing boat with a specific information of necessary to assist both the manoeuvering and the avoidance of capsizing. The manoeuvering characteristics of ship can be adequately judged by the results of typical ship trials manoeuvres. For this purpose, the author measured the roll responses of a small fishing boat in waves using the real sea experimental measuring system, and analyzed the experimental data by the statistical and spectral analyzing methods to get the characteristics of the roll motion responses of the small boat through the wave directions and the ship's speed.

This study is intended to provide navigator with specific information necessary to assist in the avoidance of collision and in operation of ships to evaluate the manoeuvrability of own ship. The actual manoeuvering characteristics of ship can be adequately judged from the results of typical ship trials manoeuvres. Author carried out sea trials based full scale for turning test, zig-zag test, spiral tests and crash-stop test at actual sea going condition. The turning circle manoeuvres were performed on starboard and port sides with 35˚ rudder angle at the service speed, and Zig-zag procedures were performed on both sides with 10˚ and 20˚ rudder angle respectively. Spiral tests were carried out on the both sides and crash stop test was also carried out. The results from tests could be compared directly with the standards of manoeuverability of IMO and consequently the manoeuvring qualities of the ship is fully satisfied with its.

The size of the ship's turning circle is influenced by various factors, such as block coefficient, underwater side shape, rudder area ratio, draft, trim and Froude's number. Most of them are already fixed on departure from a port. However, the ship's speed and the rudder angle are controllable factors which operations are able to change optionally during sailing. The DGPS measured the turning circles according to the ship's speed and the rudder angle. The maximum advances by slow and full ahead were 302m and 311m, and the maximum transfers were 460m and 452m, respectively. There occurs almost no difference in size of the turning circle by variation of the ship's speeds. When the rudder angles were changed to 10˚, 20˚ and 30˚, the maximum advances were 447m, 271m and 202m, and then also the maximum transfers 657m, 426m and 285m, respectively. The diameter of the tuning circle was decreased exponentially when the rudder angle was increased. The maneuverability was better when the direction of turning and propulsion of propeller are in the opposite direction rather than in the same one togetherm. The distance of the maximum transfer was always bigger than that of the maximum advance.

실해상 실험을 통하여 해상의 조건이 동일할 때, 예망과 항해중일 때의 만남파에 대한 소형 트롤어선의 종동요와 횡동요의 응답특성을 통계적 방법과 이론적인 방법을 이용하여 분석하였다. 그 결과를 요약하면 다음과 같다. (1) 종동요의 응답 크기를 예망중과 항해중에 따라 비교하면 큰 차이가 없으나, 선수쪽에서 파를 받을 경우에는 항해중의 응답이 예망중 보다 양각 커지는 경향이 있다. (2) 횡동요의 응답은 예망중과 항해중 모두 종동요에 비해 매우 크다. 그러한 경향은 모든파향에서 현저하지만, 횡파를 받을 경우에는 양자의 응답 차이는 줄어든다. (3) 예망중과 항해중 모두 종동요에서 응답스펙트럼의 peak가 나타나는 주기는 파향에 관계없이 거의 일정하다. (4) 선미쪽에서 파를 받고 예망할 때, 양현에 균등하게 warp의 힘이 작용한다면, 어구의 저항은 동요를 감쇄시키는 상당한 효과가 있다.

The power and scale of 950 hPa typhoon "Maemi" which struck the shore of Gosung in Kyungnam Province was same as that of 951 hPa typhoon "Saraho" in 1959. For the purpose of getting the safety of training ship "KAYA", we anchored at Jinhae Bay with riding at two anchors paid out 8 shackles of cable respectively. By the way when wind force being over 30m/s, we could not keep the safety of the ship "KAYA" by means of the holding power of an anchor only. Just by using the main engine moderately, we were able to maintain the security of the ship. The holding the main engine moderately, we were able to maintain the security of the ship. The holding power of an anchor according to the way of anchoring, the quality of sea bottom, the direction and speed of wind and current, and the length of an anchor cable were analyzed. The obtained results are summarized as follows : 1. When riding at two anchors rather than lying at single anchor we could get a good holding power. 2. There was a big difference in holding power according to the quality of the bottom. 3. It would be best anchoring in a soft mud area than in any other place as possible. 4. It would also be desirable to set anchor shackles much more than equipment number prescribed in regulation in order to get safety of a ship providing against typhoon.

새우조망 끝자루의 망목선택성을 조사하기 위한 시험조업은 여수 거문도 주변해역에서 2002년 10월 중에 끝자루의 망목을 28, 38, 51 그리고 61mm로 구성하여 덮그물 방식으로 각각 5 회씩, 총 20회 거문도 주변해역에서 실시하였다. 주 어획대상 어종인 수염대롱새우의 끝자루 망목별 어획률과 망목선택성 곡선 S=1/(1+exp-αCL+β))의 기울기 (a)와 절편 (b) 및 선택계수 그리고 표본망목선택성곡선 S=1/(1+exp(-α(CL/M)+β)))의 기울기(a)와 절편 (b) 및 적정망목을 추정한 결과는 다음과 같다. 1. 시험조업 결과 어획미수는 끝자루 11,504마리, 덮그물 12,879마리로 총 24,374마리, 313.1kg이 어획되었고 종별구성은 새우류, 어류, 게류, 연체동물 순이었으며, 부수 어획물은 어류의 자치어가 대부분을 차지하였다. 2. 끝자루 망목 28.0, 38.0, 51.0, 61.0 mm에 어획되는 대롱수염새우의 어획률은 각각 0.72, 0.63, 0.46, 0.29로 나타났다. 3. 끝자루 망목 28.0, 38.0, 51.0, 61.0 mm에 대한 선택성곡선의 a와 b 값은 0.53 -12.65, 0.35 -9.40, 0.28 -8.97과 0.24 -8.27이었고, 선택계수는 0.85, 0.71, 0.62, 0.55이었다. 4. 표본망목선택성곡선의 기울기(α)와 절편(β) 값 은 8.44, -5.49이었고, 대롱수염새우의 최소성숙갑각장 20.6 mm에 대한 적정망목은 30.7 mm, 상품(上品) 최소갑각장 25 mm에 대한 적장망목은 38.5 mm로 나타났다.

In order to estimate the mesh selectivity master curves and the optimum mesh size, experiments were made by the cover net method with the cod-ends of the five different the opening mesh sizes(51.2mm, 70.2mm, 77.6mm, 88.0mm and 111.3mm). After that 163 hauling were performed and there by investigated, on the training vessel Saebada in the Southern Korean Sea and East China Sea from June 1991 to August 1992. In this report, the mesh selectivity master curves were fitted by using logistic function(S=1/(1+exp super(-(aR+b))), R=(L-L sub(0))/(M-M sub(0)) and the optimum mesh sizes were estimated from each master curve. In this case, a and b are the selection parameters, M is the mesh size of each experimental cod-end. L is body length, L sub(0) and M sub(0) is the distance from the coordinate origine to intersection of linear regression between 25% and 50% selection length. The results obtained are summarized as follows; 1. Trachurus japonicus: Mesh selectivity master curve parameters: a and b were 2. 25, -4.73 respectively and optimum mesh size was estimated to be 79.3mm. 2. Trichiurus lepturus: Mesh selectivity master curve parameters: a and b were 0.81, -3.17 respectively and optimum mesh size was estimated to be 64.5mm. 3. Photololigo edulis: Mesh selectivity master curve parameters: a and b were 1.30m, -4.10 respectively and optimum mesh size was estimated to be 89.9mm. 4. Todarodes pacificus: Mesh selectivity master curve parameters: a and b were 1. 35, -3.45 respectively and optimum mesh size was estimated to be 89.4mm.

부산수산대학 실습선 부산404호(GT: 150ton)의 조종성능을 연구하기 위해 Z 조종시험을 한 결과를 요약하면 다음과 같다. 1. 타각 10˚, 20˚, 30˚Z 시험에서 선회성지수 K'는 각각 0.9359, 0.9781, 0.9108이고, 추종성지수T'는 0.1955, 0.5802, 0.7090으로서 선회성은 타각 20˚일때가 추종성은 타각 10˚일때가 좋은 것으로 나타나서 대체적으로 대타각을 사용할 때보다도 소타각을 사용하는 것이 조종성이 좋음을 알 수 있었다. 2. Over shoot angle은 타각 10˚, 20˚, 30˚일 때 우현전타했을때는 각각 4.5˚, 12˚, 21˚이었고 좌현전타했을 때는 각각 5.5˚, 15˚, 23˚로서 우현전타했을 때가 좌현전타했을 때보다도 조종성이 조금 양호했다. 3. 타각 10˚Z 시험에서 일조작간 항주거리는 배 길이의 8.7배가되어 종성표준거리인 5~11배 이내가 되므로 대체적으로 조종성능이 양호하다고 볼 수 있다.

1985년 1월 28일부터 7월 20일까지 한국어업기술훈련소(Lat. 35˚05'04N, Long, 129˚02'13E)에서 NNSS로 연속관측하여 관측시간, 위성별, 앙각, 통과방향, doppler count 수, 안테나의 높이 등이 NNSS위치의 정도에 미치는 영향을 분석.검토한 결과는 다음과 같다. 1. 위성항법에서 사용하고 있는 WGS-72 측지계를 Bessel측지계로 변환하여 계산하면, 편위오차를 평균 0.21마일 정도로 줄일 수 있음을 알 수 있었다. 2. 산정의 앙각이 높을 때 측위정도가 높았고, 위성의 앙각이 20~70도 범위에서 더욱 높았다. 3. Doppller count 수가 21번 이상일 때 측위거리의 오차도 커지는 경향을 나타내었으며, 위성의 종류에 다른 측위오차의 변동은 거의 없었다.

도시지역의 모든 하수관망을 사용하여 구축된 강우-유출모형은 그 규모가 방대하고 복잡하여 실시간 도시홍수예보에 적합하지 않다. 따라서 본 연구에서는 상대적으로 도시화가 많이 진행된 서울시의 상습침수지역인 도림천 대림배수분구의 하수관망도를 이용하여 강우-유출모형을 구축하고 이를 단순화하였다. 하수관망 단순화는 노드의 누가유역면적을 단순화의 범위 산정을 위한 기준으로 설정하고 총 5단계의 과정으로 나누었으며 단순화 과정에서 SWMM의 모든 매개변수들을 면적가중치를 적용하여 계산하였다. 또한 하수관망의 적정 단순화 범위를 산정하기 위하여 유출모형에 5가지 단순화 범위를 설정하고 유출분석과 침수분석을 실시하였다. 그 결과, 유출모형의 노드와 관망의 개수 그리고 모의시간 모두 단순화 범위에 따라 50~90%까지 일정하게 감소하였으며 단순화 이전과 동일한 유출량 결과를 나타내었다. 2차원 침수분석의 경우, 누가유역면적별로 단순화의 범위가 커질수록 월류지점의 개수가 크게 감소하고 위치가 바뀌었으나 비슷한 침수양상을 나타내었다. 다만 누가유역면적을 기준으로 6 ha 이상에서는 상류부터 삭제되는 노드에 의해 나타내지 못하는 침수지역이 발생하였다. 2차원 침수면적, 주요침수구간, 침수심 등을 비교 ․ 분석한 결과, 누가유역면적을 기준으로 1 ha의 단순화 범위가 단순화 이전의 분석결과와 가장 유사함을 나타내었다. 본 연구는 SWMM 매개변수를 모두 고려한 하수관망 단순화를 실시함으로써 실시간 도시홍수예보를 위한 신속하고 정확한 유출자료 생성에 활용될 수 있을 것으로 기대한다.

We inoculated a spent mushroom substrate from Flammulina velutipes (SMSF) with a microbial additive and assessed the effects on chemical composition, ruminal fermentation parameters, and total-tract nutrient digestibility. In Exp. 1, three cannulated Hanwoo steers were used in an in situ trial to determine the degradation kinetics of dry matter (DM) and crude protein (CP). In Exp. 2, three Hanwoo steers were randomly assigned to experimental diets according to a 3 × 3 Latin square for a 3-week period (2 weeks for adaptation and 1 week for sample collection). Experimental diets included the control diet (3.75 kg/d formulated concentrate mixture + 1.25 kg/d rice straw), SMSF diet (3.19 kg/d formulated concentrate mixture + 1.25 kg/d rice straw + 0.56 kg/d SMSF), and inoculated SMSF (ISMSF) diet (3.19 kg/d formulated concentrate mixture + 1.25 kg/d rice straw + 0.56 kg/d ISMSF). The chemical composition of ISMSF did not differ from that of SMSF. Microbial additive inoculation decreased pH (P<0.05) and improved preservation for SMSF. The percentages of DM, neutral detergent fiber (NDF), and acid detergent fiber (ADF) in ISMSF were slightly lesser than those in SMSF. Ruminal fermentation characteristics and total-tract nutrient digestibility were not affected by diet. Overall, microbial additive inoculation improved preservation for SMSF and may allow improved digestion in the rumen; however, the total digestible nutrients (TDN) of SMSF and ISMSF diets were slightly lesser than the control diet. The ISMSF can be used as an alternative feedstuff to partially replace formulated concentrate feed.

본 연구의 목적은 행복에 대한 웨슬리의 관점은 무엇이며 웨슬리의 시대 인 계몽주의 시대 속에서 그의 관점이 어떠한 의미가 있는지를 살펴보는데 있다. 당시 계몽주의 시대에 사람들은 즉각적인 만족감을 동반하는 감각적 쾌락들을 행복과 연결시키는 경향이 만연했다. 이러한 시대 환경 속에서 웨 슬리는 자신이 말하고자 하는 행복은 “아마도 같은 시간에 시작해서 끝나 는 가볍고 사소한 쾌락이 아니라 영혼을 만족시키는 웰빙(well-being)의 상 태로서 꾸준하고 지속적인 만족감을 주는” 것을 의미한다고 말하며 행복과 성결을 연결시켰다. 즉 웨슬리는 인간 삶의 진정한 목적으로서의 행복이 성 결과 함께 한다고 주장했다. 웨슬리는 이러한 결합을 통해 인간 존재와 인 간 삶의 목적인 탐구의 정당성을 주장하고 기독자의 변화된 삶의 당위성을 설명했다.