왕겨는 매년 120만톤을 생산하여 농산부산물 활용으로 훈탄, 가축분뇨 수분흡수제로 사용하여 왔으나, 금번 왕겨의 효율적인 사용을 구명하기 위하여 버섯 종류별, 왕겨 첨가별 사용에 따른 버섯 생육특성과 수량이 양호할 뿐만 아니라 생육기간 단축과 톱밥대체용 저비용 왕겨 배지개발로 버섯재배 농가에 경영비절감에 한몫을 기여하게 되어 결과를 요약하면 1. 애느타리 병재배시 관행 대비 왕겨 80% 첨가구에서 재배기간 11일 단축과 수량 7% (68g/병)증수하였다. 2. 느타리 병재배시 관행대비 왕겨 30, 50, 80%첨가구에서 균사배양기간이 2∼3일 단축되는 경향과 수량성이 대등하였으나 농가재배에서는 관행 수량 115g/850cc 대비 왕겨30, 50, 80% 첨가구에서는 150g/850cc, 161g/850cc, 120g/850cc로 32%, 40%, 4%, 각각 증수 하였다. 3. 버들송이 병재배시 관행재배에서 균배양 기간이 31일 소요되나 왕겨 30∼40%첨가구에서 균배양 6일 단축과 수량 6% (115g/병)가 증수 하였다. 4. 영지 병재배시 관행 균사배양일수 45일, 수량 38g/병 대비 왕겨 30∼40% 첨가구에서 균사배양, 수량성 대등하였고, 농가에서는 관행수량 30g/병 대비 왕겨 30%, 50% 첨가시 34g/병, 32g/병으로 13%, 7%각각 증수하였다.

In the recent years, major ship registers have demanded improved safety on the hull stress of large bulk carriers which are on navigation or cargo handling in harbour. Under these circumstances, a system that monitors hull stress and ship condition is being more and more important. If efficient and appropriate navigational information is given, safety of navigation would be greatly improved. The major ship registers of the globe are investing a great effort on the development of a system that monitors the hull stress of ship. Using this system, information of hull stress and ship motion is given to the users and also the data is stored on the external data storage system simultaneously. Through this study, a software that monitors hull stress was developed. Not only can randomized input-data of the standard hardwares be applied to the system, but also this system can be operated on and applied to real hardware systems.

Every year, 1.1 million tons of rice-hull are produced in South Korea by the by-product in pounding rice. But they has mainly been utilized as a fuel, agricultural compost and moisture proofs. So, it's very valuable to use waste rice-hull for activated carbon manufacture. SiO2 content was the highest among inorganics in rice-hull. Therefore, the SiO2 extraction experiments were carried out under the various conditions of pH 9 to 14, reaction time from 2 to 24 hrs and various temperature of 20 to 100℃. The results showed that increase in pH and temperature enhanced SiO2 extraction from the carbonized rice-hull. The surface area of the carbonized rice-hull indicating activated carbon adsorption capacity was very small as 178∼191 ㎡/g at first. However, it was increased to 610∼675 ㎡/g when extracted in alkali solution at 100℃. When the mixing rate of carbonized rice-hull and NaOH was 1:1.5, iodine No. and surface area of activated rice-hull during 10 min at 700℃ were 1,650 ㎎/g and 1837 ㎡/g, respectively. Subsequently, an activated carbon with specific surface area of 1,300∼1,900㎡/g was manufactured in a short contact time of 10∼30 min with a mixing rate of 1:1.5 in carbonized rice-hull and NaOH, and iodine No. and specific surface area increased as the amount of SiO2 removal increased.

An accurate method of estimating ship maneuverability needs to be developed to evaluate precisely and improve the maneuverability of ships according to the water depth. In order to estimate maneuverability by a mathematical model. The hydrodynamic forces acting on a ship hull and the flow field around the ship in maneuvering motion need to be estimated. The ship speed new the berth is very low and the fluid flow around a ship hull is unsteady. So, the transient fluid motion should be considered to estimate the drag force acting on the ship hull. In the low speed and short time lateral motion, the vorticity is created by the body and grow up in the acceleration stage and the velocity induced by the vorticity affect to the body in deceleration stage. For this kind of problem, CFD is considered as a goof tool to understand the phenomena. In this paper, the 2D CFD code is used for basic consideration of the phenomena to solve the flow in the cross section of the ship considering the ship is slender and the water depth is large enough. The flow fields Added and hydrodynamic forces for the some prescribed motions are computed and compared with the preliminary experiment results. The comparison of the force with measurement is shown a fairly good agreement in tendency. The 3D Potential Calculation based on the Hess & Smith Theory is employed to predict the surge, sway added mass and yaw added moment of inertia of hydrodynamic coefficients for M/V ESSO OSAKA according to the water depth. The results are also compared with experimental data. Finally, the sway added mass of hydrodynamic coefficients for T/S HANNARA is suggested in each water depth.

The production process of the compound-curved hull plates includes hull design, definition, fairing, modeling, lofting, cutting, and forming in sequence. Traditional fabrication methods and shop environment caused low level to productivity in medium and small sized shipyards. The most effective solution to solve those problems is to rationalize the layout of facilities. For the well-balanced development of domestic shipbuilding industry, it is urgently required to reduce the gap between modernized large sized shipyards and traditional small and medium sized shipyards in production technologies and efficiencies. For the efficient and accurate hull piece forming, all information from design to forming should be clarified and organized in a systematic manner. Thus, management of the information plays an important role in the computerized and automated of hull piece forming. The object of this paper is to survey the status of the field, to find out the feasibility and to introduce a draft of hull piece fabrication line for small and medium sized shipyards. The development of required system follows the object oriented technology to extend to simulation based system for carrying out physical product flow and facilities layout analysis. It is feasible to operate such a modernized facility for a group of small and medium shipyards who are unable to have each of their own facility because of its large amount of initial investment and insufficient work load.

It is very important to measure and monitor hull stress which is caused by a buoyant force and a weight of cargo for safety of ship. However, an exact measurement of hul stress, using the traditional strain gage which is made of metal or semiconductor, is very difficult, because a ship would be exposed by the severe temperature environment of -20 ℃ to 80 ℃. This paper propose a new concept strain gage which can improve accuracy and compensage effectively affects due to temperature. The strain gage is consists of two parts. One is the Hull Deformation Amplifier which introuce several lever and link system, and another is a transducer converting distance into voltage signal. The HDA measure the amount of deformation and amplify it. And a lever and link system of the HDA is introduced for compensating temperature deformation by installing in perpendicular direction without stress. This paper also reports on the results of the experiments to verify linearity of the strain gage.

In this paper, important parameters of fast catamaran hull form are investigated. Praticularly, length-displacement ratio, demihull spacing, trim and hull form on resistance performance are analyzed. Also, the usefulness of SHIPFLOW program for hull form development is studied. The computed results by using SHIPFLOW program are compared with experimental results in model test.

수발아가 벼의 품질 및 정현 비율 감소에 미치는 영향, 수발아성의 품종간 차이 및 왕겨로부터 발아 억제물질을 추출하여 수발아 방제를 위한 기초자료를 얻고자 실시한 결과는 다음과 같다. 1. 현미중은 무처리에 비하여 수발아 처리일수가 길어질수록 감소되는 경향으로 6일 처리시 약 20% 감소되었다. 2. 수발아 처리일수에 따른 완전립 비율은 무처리가 99.5%인데 반해 6일 처리시 41.3%로 현저히 저하되었다. 3. 인디카품종은 대부분 난수발아성이었으나 자포니카(9.2∼79.7%) 및 통일형 품종(2.1∼63.7%)은 품종간 차이가 현저히 나타났다. 4. 난수발아성인 IR36, 신운봉벼 및 중원벼의 왕겨를 메탄올을 이용하여 추출한 물질이 발아억제에 효과가 있었다.

Korean property and liability insurance companies have underwrited hull insurance without proper undrewriting ability. But after April 1996. in case of Korean insurance market being opened the companies have to make hull insurance rate by themselves. Accordingly, in this study, the writer embodies important factors in making hull insurance rate by an empirical survey. In empirical survey, the writer used a questionnaire, 74 proper data was obtained from 96 officers working in making hull insurance rate in 12 Korean property and liablity insurance companies and 24 the foreign companies at home. Reliability was tested by Cronbach's Alpha and a conceptual validity by Factor Analysis. Hypothesis estabilished in this study was tested by Correlation and Multiple Regression Analysis. Results of testing hypothesis are as follows: Firstly, the traits of insurer and the assured influence significantly(P<0.05) on making hull insurance rate. Secondly, expected loss ratio, ship manager, ship's age, insured amount, level of the cost of repairing and salvage, shipowner, period of insurance, level of overseas rating, profit and expense, trading limits, ship's classification, conditions of insurance, and ship's size influence significantly(P<0.05) on making hull insurance rate.

In the meantime Korean Insurance Industry has been developed a steady growth under government's political protection. But insurance market seems to be opened unavoidably owing to the liberalization of international trade by the Agreements of UR and the bloc of economy by EC Integration and the Organization of NAFTA. By the above reason, especially, in case of hull insurance, the rate of hull insurance is being instituted as a problem. Accordingly the recognition for the problem like this, in thsi study, explained the major objectives of rate making and described the basic rate making methods that are used in property and liability insurance, and searched the rate making schemes of hull insurance rate of the major nations by comparing method. And as a conclusion, the writer presented several schemes including new rate making scheme of hull insurance rate and the security of statistical data about loss ratio, and the establishment of Korean Hull Insurance Association.

Hull roughness due to corrosions of outer hull and had applications on outer hull paints was analyzed theoretically. It's value which was gainable practically, was studied, and estimated power penalty formular correspon-ding to that value were reviewed. Local roughness penalty and roughness texture penalty that paint manahers in ship yard can easily were compared and studied by dotting actual ships in the issued curves. Losses and benifits of hull roughness & the specification choise of A/F paint which managers of ship maintenance were much interested in have been calculated through actual ships. The paper is illustrating that how much the specification choise and managing of A/F paint have effects on fuel consumption of ship in program. It is urgently required that recent developed antifouling paints of new A/F generation should be adopted to new ship building by big shipping companies in view of the environmental protection and the economical maintenance of ships.

The primary purpose of this study is to point out the rising problem from which the insured value is remarkably different from the sound value of the ship in the Institute Time Clauses-Hulls(1. 10. 83.) and that of the ship in the Marine Insurance Act, 1906. Its secondary purpose is to suggest remedial methods for these problems and to contribute to the reduction of premium for shipowners.

This paper deals with the method of determining the drag of hull surface which has any quality of roughness. The method consists mainly of the theoretical point of view, then the theory enables the drag coefficient to be calculated at full scale. The hydrodynamical roughness function of hull surface △U+, affected by the hull roughness are considered as to two cases, smooth surface and rough surface case separately. The inadequacy of a single parameter to define hull roughness is discussed and thus an as additional texture parameter is proposed.

When the static load is applied to the ship's hull the deflection due to the bending moment from longitudinal direction has not been considered in the usual calculation of maximum bending moment. In fact, however, the deflection of ship's hull must be affected by the above-stated bending moment, and in this case the value of the maximum bending moment would be lessened in comparision with the result of usual calculation. In this paper, the author at first calculated the difference between the two values in case of rectangular barge, and suggested a practical criterion of longitudinal strength.