저층트롤 실물 어구를 이용한 해상 실험을 통하여 예망 중인 어구의 망구 형태에 관련되는 전개판의 간격 및 망고 등을 예망 속도별, 끌줄의 길이별로 측정하고, 이론적인 수치 해석 결과와 비교하여 실물어구의 수중 현황을 해석함으로서 어구의 효율적인 운용과 어획효과의 증대를 위한 기초자료를 제공하고자 한다. 수중 현황을 해석한 결과를 요약하면 다음과 같다. 1. 전개판의 전개간격은 예망 속도와 끌줄길이의 증가에 따라 직선적으로 증가하며 끌줄 길이에 의한 증가율이 예망 속도에 의한 증가율보다 현저히 크게 나타났으며, 그 간격의 변화는 57.0∼82.8m로서 후릿줄과 그물목줄 및 그물길이 전체의 43∼62%를 차지하였다. 2. 망구의 높이는 예망 속도와 끌줄길이의 증가에 따라 직선적으로 감소하며, 예망 속도에 의한 감소율이 끌줄 길이에 의한 감소율보다 현저히 크게 나타났는데 그 높이의 변화는 3.1∼4.0m로 나타났다. 3. 양 날개끝의 간격이 커지면 망고는 낮아지나 끌줄 길이가 증가할수록 날개 끝 간격의 증가에 대한 망구 높이 감소율의 비는 점차 작아졌다. 4. 망고에 대한 양 날개 끝 간격의 비는 예망속도와 끌줄 길이의 증가에 따라 점차 커졌는데, 그 비는 4.17∼7.81로 나타났다.

본 연구는 실습선에서 사용 중인 6폭짜리 저층트롤 어구의 저항을 끌줄의 길이와 예망 속도별로 분석하기 위하여 그물의 저항과 전개판의 저항을 계측하고, 어구의 저항계수를 산정하였으며, 그 결과를 요약하면 다음과 같다. 1. 시험 어구의 저항은 끌줄의 길이가 길수록 증가하나, 저항 R§ubt-w/=3800v2으로 대표할 수 있다. 2. 그물 어구의 저항은 끌줄의 길이에 따라 다소 증가하나, 그물 어구의 저항 R§ubn/=10R§ubn/=10d/lλ§uba/λ§ubb/v1.3/의 식으로 대표할 수 있다. 3. 시험 어구의 전개판의 저항 R§ubb/=1810v0.8/으로 대표할 수 있다. 4. 끌줄의 길이별로 측정된 저항값과 Koyama의 저항식과 비교하면, 예망속도가 작을 때는 시험 어구의 저항이, 예망속도가 클 때는 Koyama의 저항식에 의한 저항값이 크게 나타났다.

중층트롤어구의 수심 제어는 시스템의 복잡성과 비선형성 등으로 인하여 아직까지 자동화되지 않았다. 본 연구에서는 회류수조에서 작동되는 모형 트롤어구의 예망시스템을 제작하였으며, 이 시스템의 수심을 자동으로 제어하기 위해서 퍼지논리를 이용한 제어시스템을 구성하여 성능을 실험하였다. 제어시스템의 수심제어 규칙은 숙련된 항해사나 선장이 실제 조업에서 어구의 수심을 제어하기 위해 사용하는 지식을 제어규칙화 한 것과 모형실험에 적합하도록 수정한 규칙 두 가지를 사용하였다. 제어계의 성능은 예망속도를 일정히 유지하면서 목표수심을 스텝상으로 변경시켰을 때의 추종성능 실험과 목표수심을 일정히 유지하면서 예망속도를 변경시켰을 때의 보상성능을 실험을 통하여 분석하였다. 1. 본 연구에서 제안된 두 가지 제어기는 모두 일정한 유속(0.35m/s)에서 스텝상의 목표수심 변경에대해서 빠른 추종성능을 나타내었다. 특히 수정된 제어규칙에서는 모형 어구의 수십을 보다 안정되게 제어하였다. 2. 예망속도(유속)를 변화시켜 어구저항을 증감시킨 실험에서도 두 제어기는 비교적 양호한 보상 성능을 나타내었는데, 실제 조업에서 사용하는 규칙은 작은 외란에도 빨리 반응하였으며, 수정된 제어규칙은 수심편차가 어느 정도 커져야 제어동작을 하였다. 3. 본 연구에서 제작된 모형트롤시스템은 실물트롤 시스템의 운동 특성과 거의 일치하였고, 또한 설계된 제어기는 양호한 제어성능을 나타내어 모형실험을 통한 시스템의 해석과 실물 트롤시스템에 적용가능성이 높은 제어계의 설계가 가능하였다

The slipway, which is one of stern construction, is necessary for stern trawler to let fishing implements, such as fishing net, otter board and warp, go out effectively. It may be doubtable whether there is any possibility for deckwetness to occur because the slipway is obliquely in contact with sea surface. The author discusses any possibility for deckwetness through slipway of stern trawler in wind and waves. A 350 G/T class, ocean-going stern trawler is adopted for the present study. The stem trawler is particularly assumed to drift with fishing implements hung down the slipway due to internal or external accident during fishing operation in real sea. The author considers two factors as possibility for deckwetness to occur through slipway. One is mooring effect of fishing implements hung down the slipway under wind pressure, and the other is relative ship motion in vertical direction in waves. Through the numerical calculation, the author clarifies that there is thin possibility for deckwetness to occur from above two points of view.

Quality and distribution of the TEA(Total Enclosed Area), TSA(Twine Surface Area), solidity ratio and resistance according to the partial nets of the midwater trawl net were examined through experiment at the sea to standardize a design of the midwater trawl net.The results can be summarized as follows;1. The TEA, TSA and resistance of the trawl net were increased definitely according to increasing the scale of the trawl net, and this is the most important factor to design the trawl net.2. As the result of analysis of the distributions of the bag net was smaller than the others. Because TEA for rear end of the wing net is decreased suddenly, we can judge that the trawl net was towed irregularly. 3. The resistance distribution of the partial net was increased suddenly from central part of the bag net and was showed large value in the codend.4. The resistance of the net from the position one of three to gab net and codened charged 75% at all resistance of net.

본 연구에서는 실물 어구를 이용한 해상실험을 통하여 예망 중인 어구의 망구 형상을 해석하기 위해서 예망 속도, 어구의 저항, 전개판의 간격, 망고 등을 계측ㆍ분석하였다. 또한 망구 형상을 이론적으로 계산하기 위해서 망구의 형상을 지배하는 뜸줄, 발줄 및 옆줄의 모양을 현수곡선으로 간주하고 수학모텔을 기술하여 수치해석 하였고, 이 결과를 실제 측정된 값과 비교하여 모텔의 타당성을 검토하였다. 본 실험에 대한결과를 요약하면 다음과 같다. 1. 선속의 변화에 따라 크게 변하는 요소로는 장력과 망고였고, 끌줄 길이의 변화에 민감하게 반응한 것은 어구 수심과 전개판의 간격이었다. 2. 계측된 트롤 어구의 상태량을 토대로 뜸줄 및 옆줄의 형상을 수치해석한 결과, 선속이 증가함에 따라 뜸줄 및 발줄의 폭과 옆줄의 높이는 감소하였고, 뜸풀 및 옆줄 중앙부의 처짐 정도는 증가하였다. 3. 예망속도에 따른 망고변화에 대하여 수치해석한 결과와 실제 실험에서 얻은 데이터를 비교한 결과, 비교적 양호한 결과를 얻을 수 있었다. 4. 수치해석한 결과로부터 망구의 형상을 추정한 결과, 선속이 증가함에 따라 횡축으로 긴 직사각형의 형상이 나타났으며, 횡축 및 종축 모두 크기가 감소하였다.

Towing performance of a midwater trawl system was examined aboard the training ship KAYA(2900ps) at the East Sea using the midwater trawl gear that had been designed and manufactured in accordance with the vessel. In this experiment, the trawl system data, the towing speed, the length and tension of the warp, net mouth height, and the depth of otter boards and net were measured and analyzed. The results are as follows: 1. In case of heaving in the warp with constant towing speed, the tension was suddenly increased and then again was reduced and after returned to the original steady state tension. At this time, net height was reduced a bit by ascension of ground rope, but returned to it’s original value. In the case where the warp was paid out, the tension was suddenly decreased and after increased and then returned to the tension of the original state, and the net height was greatly increased instantly by the sinking of the ground rope and then returned to the steady state 2. In the case of increased towing speed mm constant warp length, the tension was increased, and reducing the net height, the gear depth was decreased. On the other hand, in the case where towing speed was reduced, the tension was reduced and the gear depth and net height was increased. 3. Otter boards show a swing motion in the scope of 5~ 10m continuously. Otter boards responded to the state change of the trawl system at first, and then the motion of the net appeared. 4. The depth of net center was about 20m deeper than that of the otter boards, it shows about 0.4 times the warp length at the 4knots towing speed.

We make an ultrasonic system as a trial to measure the distance between trawl doors, and carried out a water tank (24× 24m, water depth 1 m) experiment for confirming the practical use of the system in October 1996. This system calculates the distance between the pinger (50 kHz) and the transponder (50 kHz/70 kHz) attached each one on the trawl door by measuring the time-difference of receiving with two channels receiver on the trawler. This paper assums that both the length of the warp from the stern to the trawl door is same. At results the system shows a good relation between the distance and the time-difference of receiving while the location of the pinger is moved in variously in the water tank, and it was found that the method of measuring techniques on the prototype system could be applied to the measurement of the trawl door opening in the field experiment.

The combined hydroacoustic and bottom trawl surveys were conducted in the Cheju southeastern area by the training ship "KAYA" belong to Pukyong National University in July 1995 and the traning ship "NAGASAKI MARl]" belong to Nagasaki University in April 1994, respectively. The main purpose of the investigations was to provide the basic data for the management and the biomass estimation of commercially important demersal fish stocks in this area. Fish samples were collected by bottom trawling from 10 trawl stations randomly selected in the survey area, and the species and length compositions of trawl catches were examined. The fish school target strength for demersal fish aggregations was related to the catchability of trawl net with a 90 mm mesh codend. The most abundant species in the 1995 trawl stations were Japanese flying squid, sword tip squid and red horsehead and that of the 1994 trawl stations Japanese flying squid and blackmouth goosefish. The average weight per cubic meter of trawl catches collected by bottom trawling in the Cheju southeastern area were 1.0791×lO-4kg/m3 in the 1994 survey area and 1.3636×lO-4kg/m3 in the 1995 survey area, respectively. The catch data by cover net suggest that the efficiency of trawl net could affect the weight normalized target strength values for demersal fish aggregations. That is, the average target strength per unit of weight dropped from - 33.1 dB/kg using the total catch by codend and cover net to - 30.5 dB/kg using only the catch data by codend, and a change of2.6 dB/kg was observed.ange of2.6 dB/kg was observed.

Full scale experiment was carried out in the southern sea of Korea to compare some important factors tested in the model experiment. The results obtained can be summarized as follows ; 1. The changing aspect of mouth performance of the full scale net was almost coincided with the results obtained by the model experiment. The vertical opening(H) and the opening area(S) can be expressed as a function of the towing velocity(V) as H=48.78. e0.38V(unit: m, k't) S= 1,443 .e-0.25V(unit: m2V, k't) 2. The changing aspect of working depth of the full scale net was almost coincided with the results obtained by the model experiment. The depth(D) can be expressed as a function of the towing velocity(V) and the warp length(L) as D=92.49.V1.37(unit: m, k't, L= 150m) D= 12.07+0.32. L (unit: m, V=2k't) [)= - 7.90+0.22 . L (unit: m, V=3k't) 3. Some problems were found to operate A - type full scale net by common bottom pair trawlers. The problems can be summarized as follows; (1) Entangling of wing and square head ropes while net casting.(2) Man power needed and time spent for net hauling by common bottom trawlers increased considerably.( 3) Tearing of nettings caused by over -load of tension and entangling of net pendant while net hauling. To solve these problems, the trawlers are favorable to be equipped with variable pitch propeller and llet drum. While the net is favorable to be constructed with trifurcated net pendant in stead of quadrifurcated net pendant used at present.

Towing tension of the model nets were determined by the load cell(O~20kg, 20DBBP) in front of W〈lrp with the combinations of towing velocity, warp length and the distance between paired boats. Towing tension of the full scale net was determined by the load cell( 0 ~ 6ton) in front of warp with the towing velocity. The results obtained can be summarized as follows; 1. The changing aspect of towing tensions of the model nets A and B varied by the same tendency in the range of O.356-2.019kg and O.352~2.117kg, respectively, depend on the operational factors. Among the factors, the towing velocity was the most influential. The tensions(T) can be expressed as a function of the towing velocity(V) as TmA = 1.57 . V1.86 (unit: kg, mlsec) TmB= 1.58 . V1.90 2. The towing tension of the full scale net was almost coincided with the results obtained by the model experiment. The towing tension(T) can be expressed as a function of the towing veJocity(V) as T=479V1.75(unit: kg, k't)

군산대학교 실습선 해림 3호의 조종성능을 파악하기 n이하여 GPS 보다 그 측립정도가 더 높은 DGPS를 이용하여 종회권 측정을 행하고, 이를 재래식 측정방법인 부표방입반법과 비교 검토하였으며, 그 결과를 요약하면 다음과 같다. 1. DGPS에 의한 선회권측정의 정도를 파악하기 위하여 육상에서 50m의 선회시험을 행한 결과 측위오차는 1.5m 이내 였다. 2. DGPS에 의한 선회권측정은 속력별, 타각별, 좌우선회별로 각각 그 특성이 잘 나타낼 수 있도록 정확하게 측정 할 수 있었다. 3. 부표방위반법에 의한 선회권측정은 타각을 크게 하여 그 선회권이 작을 때는 DGPS의 것과 같이 비교적 정확하게 측정할 수 있으나, 타각을 작게하여 선회권이 클 때는 방위오차가 크기 때문에 정확하게 측정할 수 없었다. 4. DGPS에 의한 해림 3호의 선회경(DT)은 타각 35。~5。일 때, 미속에서는 선박의 수선간장 (Lpp)상의 2.6~15.0배, 반속에서는 2.8~16.6배, 전속에서는 3.1~17.4배로 나타났었고, 부표방위반법에 의한 선회경은 각각 2.4~9.5배, 2.6~9.6배, 3.2~12.2배로 나타났었다

Working depth of the model net was determined by using of the same experimental tank and the same model net that used in the forwarded report in a series studies. The depth of the net which indicates the depth of the head rope from the water surface, was determined by the photographs taken in front of the net mouth with the combination of towing velocity, warp length and distance between paired boats. The results obtained can be summarized as follows: 1. Working depth of model nets A and B was varied in the range of 0.09~1.66〈TEA〉m,and 0.04~1.34〈TEA〉〈/TEX〉m〈/TEX〉(which can be converted into 2.7~40.2〈TEA〉mand 1.2~49.8〈TEA〉〈/TEX〉m〈/TEX〉in the full-scale net) respectively, and the depth of model net A was slightly deeper than the depth of the model net B. 2. Working depth (〈TEA〉D,which is appendixed m for the model net, f for the full-scale net, A and B for the types of the model nets) can be expressed as the function of towing velocity〈TEA〉〈/TEX〉Vt〈/TEX〉, as in the model net(〈TEA〉Vt=〈TEA〉〈/TEX〉m〈/TEX〉/〈TEA〉sec) 〈TEA〉〈/TEX〉DmA〈/TEX〉=(-1.99+0.65〈TEA〉Lw) 〈TEA〉〈/TEX〉e-1.72Vt〈/TEX〉 〈TEA〉DmA]=(-1.91+1.04 〈TEA〉Lw) 〈TEA〉〈/TEX〉e2.88Vt〈/TEX〉 in the full-scale net(〈TEA〉Vt=〈TEA〉〈/TEX〉k〈/TEX〉'〈TEA〉〈/TEX〉t〈/TEX〉 〈TEA〉DfA=(-29.32+0.65〈TEA〉〈/TEX〉Lw〈/TEX〉)〈TEA〉e0.40 Vt 〈TEA〉〈/TEX〉DfB〈/TEX〉=(-57.60+1.04〈TEA〉Lw)〈TEA〉〈/TEX〉e-0.67 Vt〈/TEX〉 3. Working depth 9〈TEA〉D appendixes are as same as the former) can be expressed as the function of warp length〈TEA〉〈/TEX〉Lw〈/TEX〉) in the model net, and can be converted into full-scale net as in the model net (〈TEA〉Vt=〈TEA〉〈/TEX〉m〈/TEX〉/〈TEA〉sec) 〈TEA〉〈/TEX〉DmA〈/TEX〉=-0.99 〈TEA〉e-1.42Vt+0.67〈TEA〉〈/TEX〉e-1359Vt〈/TEX〉〈TEA〉Lw 〈TEA〉〈/TEX〉DmB〈/TEX〉=-.258〈TEA〉e-3.77Vt+1.16〈TEA〉〈/TEX〉e-3.15Vt〈/TEX〉 〈TEA〉Lw, in the full-scale net(〈TEA〉〈/TEX〉Vt〈/TEX〉=k't) 〈TEA〉DfA=-29.28〈TEA〉〈/TEX〉e-0.32Vt〈/TEX〉+0.67〈TEA〉e-0.37Vt〈TEA〉Lw 〈TEA〉〈/TEX〉DfB〈/TEX〉=-69.10〈TEA〉〈/TEX〉e-0.81Vt〈/TEX〉+1.16〈TEA〉e-0.72Vt〈TEA〉〈/TEX〉Lw〈/TEX〉. 4. Working depth was gradually shallowed according to the increase of the distance between paired boats.

A model experiment on the pair midwater trawl net applicable to 800 PS class Korean pair bottom trawlers was carried out in the special-prepared experimental thank. the tank was prepared as a reverse trapezoid shape in its vertical section by digging out flat soil. The dimension of the tank showed the 9.6 W×43.0 L(m) of the upper fringe and the 4.8 W×38.0 L(m) of the bottom with 3.0m in depth. The depth of water was maintained 2.7m during experiment. The model net was prepared based on the Tauti's similarity law of fishing gear in 1/30 scale considering the dimension of the experimental tank. Mouth performance of the model net during towing were determined by the photographs taken in front of the net mouth with the combinations of towing velocity, warp length and distance between paired boats. The results obtained can be summarized as follows: 1. Vertical opening of the model nets A and B was varied in the range of 0.18~0.88 m and 0.21~0.78 m (which can be converted into 5.4~26.4m and 6.3~23.4 m in the full-scale net) respectively, and was varied predominantly by towing speed. Vertical opening (H which is appendixed m for the model net. f for the full-scale net. A and B for the types of the model net) can be expressed as the function of towing velocity〈TEA〉Vtas in the model net 〈TEA〉〈/TEX〉Vt〈/TEX〉 : m/ sec)〈TEA〉HmA=1.67〈TEA〉〈/TEX〉e-1.65Vt〈/TEX〉 〈TEA〉HmB=1.15〈TEA〉〈/TEX〉e-1.13Vt〈/TEX〉, in the full-scale net (〈TEA〉Vt : k't) 〈TEA〉〈/TEX〉HfA〈/TEX〉=50.27〈TEA〉e-0.37Vt 〈TEA〉〈/TEX〉HfB〈/TEX〉=34.46〈TEA〉e-0.26Vt. 2. Horizontal opening of the model nets An and b was varied in the range of 1.03~1.54m and 1.04~1.55 m (which can be converted into 30.9~46.2 m and 31.2~46.5m in the full-scale net) respectively, and was varied predominantly by distance between paired boats. Horizontal opening (W, appendixes are as same as the former) an be expressed as the function of distance between paired boats 〈TEA〉〈/TEX〉Db〈/TEX〉as in the model net 〈TEA〉WmA=0.69+0.09〈TEA〉〈/TEX〉Db〈/TEX〉 〈TEA〉WmB=0.73+0.09〈TEA〉〈/TEX〉Db〈/TEX〉, in the full-scale net 〈TEA〉WfA=20.81+0.09〈TEA〉〈/TEX〉Db〈/TEX〉 〈TEA〉WfB=22.11+0.09〈TEA〉〈/TEX〉Db〈/TEX〉 3. Net opening area of the model net A and B was varied in the range of 0.28~1.04 〈TEA〉m2 and 0.33~0.94〈TEA〉〈/TEX〉m2〈/TEX〉(which can be converted into 252~936〈TEA〉m2 and 297~846〈TEA〉〈/TEX〉m2〈/TEX〉 in the full-scale net) respectively, and was varied predominantly by towing velocity. Net opening area (〈TEA〉S, appendixes are as same as the former) van be expressed as the function of towing velocity〈TEA〉〈/TEX〉Vt〈/TEX〉 as in the model net 〈TEA〉vt : m/sec) 〈TEA〉〈/TEX〉SMa〈/TEX〉=2.01〈TEA〉e-1.54VT 〈TEA〉〈/TEX〉SmA〈/TEX〉=1.40〈TEA〉e-1.65Vt, in the full-scale net (〈TEA〉Vt : k't) 〈TEA〉〈/TEX〉SfA〈/TEX〉=1.807〈TEA〉〈/TEX〉e-0.35Vt〈/TEX〉 〈TEA〉SfA=1.265〈TEA〉〈/TEX〉e-0.24Vt〈/TEX〉. 4. Filtering volume of the model nets A and B was varied in the range of 0.32~0.55 〈TEA〉m3 and 0.37~0.55〈TEA〉〈/TEX〉m3〈/TEX〉(which can be converted into 8.640~14.850 〈TEA〉m3 and 9.990~14.850〈TEA〉〈/TEX〉m3〈/TEX〉in the full~scale net) respectively, and was predominantly varied by towing speed. filteri..

This paper describes the model of a simplified trawl system and a control method by using fuzzy algorithm in controlling the depth of trawl gear. Fuzzy logic control rules are sets of linguistic expression that are used by an experienced performer in real operation. For real time processing of the control rules, the look-up tables are used. Computer simulation results indicate that the proposed fuzzy controller shows fast response with minimum steady-state error and robustness properties to the simulated disturbance.

The mesh selectivity of diamond and suare mesh cod-ends at the Southern Korean Sea and the East China Sea were compared for Pampus argenteus, Trachurus japonicus, Trichiurus lepturus. Selection trials were carried out using diamond and square mesh cod-end by trouser type cod-end with cover net. of which the mesh cod-end has four types : A(51.2mm), B(70.2mm), C(77.6mm), D(88.0mm). Selection curves and selection parameters were calculated using a logistic model. The results obained are summarized as follows : 1. Harvest fish : In B. C and D type selection range and fifty percent selection length of the square mesh were about 21mm, 11mm : 12mm, 18mm and 34mm, 5mm higher than those of the diamond mesh, respectively. Selection factor of master curve for the diamond mesh was 1.54 and for the square mesh was 1.68. The optimum mesh size for the diamond mesh was 97.4mm and for the square mesh was 89.3mm, the difference was 8.1mm. 2. Horse mackerel : In A type, selection range was nearly the same for the diamond and the square mesh, but fifty percent selection length of the square mesh was 43mm higher than the diamond mesh. In B. C and D type, selection range and fifty percent selection length of the square mesh were about 6mm, 3mm : 24mm, 21mm and 11mm, 42mm higher than those of the diamond mesh, respectively. Selection factor of master curve for the diamond mesh was 2.37, for the square mesh was 2.77. The optimum mesh size for the diamond mesh was 78.1mm and for the square mesh was 66.8mm, the difference was 11.3mm. 3. Hair tail : In A, B and C type, selection range of the square mesh was about 34mm, 8mm, 60mm higher than those of the diamond mesh. Fifty percent selection length for the diamond mesh was about 5mm, 7mm, 8mm higher than that of the square mesh. Selection factor of master curve for the diamond mesh was 3.11, for the square mesh was 3.48. The optimum mesh size for the diamond mesh was 64.3mm and for the square mesh was 57.5mm, the difference was 6.8mm.

Mesh selection analysis for the trawl net were carried out at the Southern Korean Sea and the East China Sea during the 1992-1994 years by the training ship Seabada of the National Fisheries University of Pusan, using A type (51.2mm), B type (70.2mm), C type (77.6mm), D type (88.0mm) square mesh cod-ends. The fishing trials were made using bottom trawl of the trouser type cod-end with cover net. Selection curves and selection parameters were calculated by a logistic model for Sphyraena pinguis, Pampus argenteus, Trachurus japonicus, Pagrus major, Callanthias japonicus, Trichiurus lepturus. The results obtained are summarized as follows: 1. Red barracuda : Selection range and fifty percent selection length in the A type was 115.8mm, 292.8mm, respectively. 2. Harvest fish : Each selection range and fifty percent selection length in the B. C. and D type was 37.7mm, 113.8mm : 40.1mm, 131.7mm and 64.8mm, 148.6mm, respectively. Selection parameters of master curve were : slope, 3.81 : intercept, -6.4. Optimum mesh size was 89.3mm. 3. Horse mackerel : Each selection range and fifty percent selection length in the A, B, C and D type was 43.0mm, 148.3mm : 60.7mm, 183.2mm, 214.5mm and 91.4mm, 254.9mm, respectively. Selection parameters of master curve were : slope 2.30 : intercept, -6.4. Optimum mesh size was 66.8mm. 4. Red seabrem : Selection range and fifty percent selection length in the D type was 42.7mm, 203.4mm, respectively. 5. Yellowsail red bass : Selection range and fifty percent selection length in the A type was 84.0mm, 110.6mm, respectively. 6. Hair tail : Each selection range and fifty percent selection length in the A, B and C type was 59.7mm, 176.0mm : 100.9mm, 250.7mm and 178.6mm, 307.0mm, respectively. Selection parameters of master curve were : slope, 1.54 : intercept, -5.4. Optimum mesh size was 57.5mm

Due to depletion of fish resources as time goes on, the trawl fishing industries which have caught the demersal fish is confronting with financial difficulties. For the purpose of breaking these difficulties, trawlers are expanding the fishing targets to the midwater from bottom stock. The trawlers become to be able to detect the fish schools not only vertical but also horizontal direction by equipping the sonar system on board. Even though the operator locates the fish school by sonar, it is not easy to make a desirable catch of the fish school which is detected, for the reason of the maneuverring characteristics of trawler. For the purpose of enhancing the efficiency of a fish catch, the auther performed a series of on board experiments to investigate the maneuverablilites of midwater trawaler. The obtained results are summerized as follows: 1. The higher the RPM of main engine, the smaller the magnitude of turning circle. And it is smaller in the right than in the left turning 2. Towing speed varies irregularly under turning novenment. When the RPM of main engine being 560, 680 the angular velocities are 11.3deg/min, 22.5deg/min respectively. 3. The difference of new course distance between calculated by maneuverring indices and measured by experimental ship is high when altering course being large and towing speed low. 4. The faster the towing speed is, the shorter the new course distance becomes. When towing speed is same in right and left turning movement, the now course distance is shorter in case of right turning movement than in left. 5. It is considered to be convenient for a navigator to utilize the curves for altering course in order to steer the ship rapidly and accurately.

The fishing experiment was carried out by the training ship Saebada in order to analyse the mesh selectivity for trawl cod-end, in the Southern Korea Sea and the East China Sea from June. 1991 through August, 1992. The trawl cod-end used in this experiment has the trouser type of cod-end with cover net. and the mesh selectivity was examined for the five kinds of the opening of mesh in its cod-end part. A total of 163 hauls, of which having mesh size 51.2mm ; A 89, 70.2mm ; B 54, 77.6mm ; C 55, 88.0mm ; D 52 and 111.3mm ; E 20 were used respectively. Selection curves and selection parameters were calculated by using a logistic function, S=1/(1+exp super(-(aL+b)) ). The mesh election master curves were estimated by S=1/(1+exp super(-[a(L/M)+β]) ). and the optimum mesh size were calculated with (L/M) sub(50) of master curve. In these cases 'a' and 'α' are slope, 'b' and 'β' are intercept. 'L' is body length of the target species of fishes, 'M' is the mesh size, and 'S' denotes mesh selectivity. In this report, the four species of compressed form fishes were taken analized according to fish shape, and 'S' denotes mesh selectivity. In this report, the four species of compressed form fishes were taken analized according to fish shape, and the results obtained are summarized as follows: 1. Red seabream Pagrus major(Temminct et Schlegel) and yellow porgy Dentex tumifrons(Temminct et Schlegel) ; Selection rate in each mesh size of A, B, C, D and E were 99.7%, 97.5%, 91.4%, 76.7% and 57.8% respectively. Selection parameters 'a' and 'b' of mesh sizes C, D and E were 2.65 and -28.62, 4.40 and -77.73, 2.31 and -46.99, and their selection factors were 1.39, 2.10, 1.83 respectively. Selection parameters of master curve 'α' and 'β' were 3.05 and -5.65 respectively, and (L/M) sub(50) was 1.85. The optimum mesh size of Red seabream was 141mm. 2. Filefish Thamnaconus modestus (Gunther) ; Selection rate in each mesh size of A, B, C, D and E were 99.6%, 98.3%, 91.2%, 80.0% and 48.6% respectively. Selection parameters 'a' and 'b' of mesh sizes C, D and E were 5.82 and -55.10, 2.92 and -36.90, 3.91 and -63.09, and their selection factors were 1.35, 1.44, 1.45 respectively. Selection parameters of master curve 'α' and 'β' were 3.02 and -4.32 respectively, and (L/M) sub(50) was 1.43. The optimum mesh size was 129mm. 3. Target dory Zeus faber Valenciennes ; Selection rate in each mesh size of A, B, C, D and E were 99.7%, 100%, 83.2%, 91.6% and 65.0% respectively. Selection parameters 'a' and 'b' of mesh sizes C, D and E were 3.85 and -32.46, 4.19 and -57.38, 2.45 and -40.03, and their selection factors were 1.09, 1.56, 1.47 respectively. Selection parameters of master curve 'α' and 'β' were 2.64 and -3.53 respectively, and (L/M) sub(50) was 1.34. The optimum mesh size was 127mm. 4. Butterfish Psenopsis anomala (Temminct et Schlegel) ; Selection rate in each mesh size of A, B, C, D and E were 99.2%, 34.1%, 46.5%, 14.3% and 2.4% respectively. Selection parameters 'a' and 'b' of mesh sizes B, C and D were 5.35 and -71.70, 5.07 and -69.25, 3.31 and -62.06 and their selection factors were 1.91, 1.75, 2.13 respectively. Selection parameters of master curve 'α' and 'β' were 3.16 and -6.24 respectively, and (L/M) sub(50) was 1.98. The optimum mesh size was 71mm.

A model experiment on a midwater rope trawl net which is used in the North Pacific to catch alaska pollack is carried out in the circulating tank to examine the basic efficiency of the net. The prototype is the net used by M/S Hanil(1, 179GT, 2, 700PS), a Korean trawler. The model net was made according to the Tauti's Similarity Law of Fishing Gear in 1/100 scale by considering the condition of the tank. To measure the basic efficiency of the standard model net, the vertical opening and width between some points marked on the net were measured, and the hydrodynamic resistance were determined. Then the constructive conditions of the net were varied as follows and the factors were measured again to compare the efficiency of those nets with that of the standard net(A-1 type) front weight multiplied 1.5 times: A-2 type. buoyancy and depressing force multiplied 1.7 times: A-3 type. front weight multiplied 1.5 times on A-3 type: A-4 type. depressors rigged at ground rope: B type. cod-end stuffed with cashmylon wad: C type. The results obtained can be summarized as follows: 1. The vertical opening at the center of head rope was steeply decreased with the flow velocity increasing and the vertical opening H(m) can be expressed in H=1.2v super(-1.2)(v : flow velocity in m/sec). The width of the net varied a little when the flow velocity was over 0.4m/sec, and the width of net mouth showed about 37% of the distance between the fore tips of net pendant. The shape of net mouth was almost a circle at 0.2m/sec and then steeply flatted elliptically with the flow velocity increasing and the area of mouth S(m super(2)) can be expressed in S=(1.65-2.3v)×10 super(-2). The hydrodynamic resistance of the net increased almost linearly with the flow velocity increasing and the resistance R(kg) can be expressed in R=3.2×d/l×abv. where d/l denotes the mean of d(diameter of netting twine) and l(length of a leg in a mesh) from wing tip to the end of bag-net except cod-end on the side pannel, and a denotes the strectched circumference of the net at the fore end of a meshed part and b the stretched length of the whole net from wing tip to the end of cod-end. 2. In the condition-varied nets, the vertical opening of head rope showed some increase in every type net except the C type, and the increase showed the greatest in the B type by 30~54%, whereas it showed decrease in the C type by 5~10%. Variation of the area of net mouth showed almost the same tendency as the vertical opening and the increase showed the greatest in the B type by 20%, whereas it showed decrease in the C type by 12%. Hydrodynamic resistance showed some increase in every type compared with the standard net, and the rate of increase indicated 5~10% in the A-2, A-3 and A-4 type, 22% in the B type and 3% in the C type.