• Journal of Korean Society of Environmental Engineers
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• v.27 no.1
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• pp.93-100
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• 2005

Comparative thickening and dewatering characteristics of municipal wastewater sludge were investigated in terms of separated and combined treatment of primary and secondary BNR sludge. Also, various conditioning methods such as cation polymer addition, steam and ultrasonication treatment were examined to improve dewaterability of sludge. The dewaterability was measured by using specific resistant test, wedge zone simulator and centrifuge. The result of the sludge thickening test revealed that separated thickening was better in terms of solids recovery and supernatant quality. Particularly, the thickening of primary sludge with high solids (about 3.5% TS) showed very poor solid separation. The addition of cation polymer showed better conditioning characteristic for dewatering and the optimal polymer dosage was 0.26% for primary sludge, 0.43% for secondary sludge and 0.38% for combined sludge. Contrary to the result of the thickening, the dewatering test revealed that dewatering of the combined sludge is better than that of separated sludge, representing better solids separation and filtrate quality. The polymer addition was essential to improve dewaterability in filter (belt) press type dewatering but it was inefficient for the dewatering of secondary sludge only. The centrifuge type dewatering showed better performance and the dewaterability was slightly improved when the polymer was added. Based on the results of this research a sustainable sludge treatment process, particularly in terms of the recycle water quality and solids recovery, was proposed.

• Journal of Ocean Engineering and Technology
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• v.25 no.4
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• pp.48-53
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• 2011

Current trends in propeller design have led to the need for extremely complex blade shapes, which place great demands on the accuracy of design and analysis methods. This paper presents a new proposal for improving the prediction of propeller performance with a vortex lattice method using the lifting surface theory. The paper presents a review of the theory and a description of the numerical methods employed. For 8 different propellers, the open water characteristics are calculated and compared with experimental data. The results are in good agreement in the region of a high advanced velocity, but there are differences in the other case. We have corrected the parameters for the trailing wake modeling in this paper, and repeated the calculation. The new calculation results are more in agreement with the experimental data.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2001.05a
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• pp.755-758
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• 2001

Topex/poseidon 위성의 자료를 통하여 남인도양의 암스테르담- 크호제트- 케르겔른 지역에 대한 표층 순환과 해수면 변화의 시ㆍ공간적인 해석을 쉽게 수행 할 수 있었다. 각 지역에서의 시ㆍ공간적인 변화 특성들을 보면, 암스테르담지역은 서쪽으로 전파하는 로쓰비파가 존재한다. 이때 이 파는 동쪽으로 전파하는 남극순환해류의 영향을 받는다. 1993년 늦가을에서 초겨울 동안에 분지의 동부지역에서 해수면이 급격히 떨어졌다. 이곳은 남극순환해류(아규라스순환반류전선과 아열대전선)의 북부에서 발전하는 시계방향(cyclonic)의 와동류가 예외적으로 강하게 북쪽으로 상승했다가 이어서 급격히 남쪽으로 하강했던 것과 관련된다. 쌩뽈지역은 5cm 정도의 해수면 진동과 함께 약 130일 정도의 주기성을 보였다. 서쪽으로 전파하는 신호인 자유 표면의 진동이 실제로 조사되었다.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.5
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• pp.576-582
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• 2016

To cope with international regulations, such as Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP) and so forth, and to enforce limitations on $CO_2$ emissions, green-ship technology to lower fuel consumption has been actively researched, and the development of an energy-saving device (ESD) is being pursued. In order to design an ESD for small and medium-sized domestic vessels, an analysis on flow characteristics has been performed in the present study. Through a model test and numerical analyses, the characteristics of flow around the stern bilge and bulb have been compared to improve wake quality and resistance performance. As a result of these comparisons and analyses, a vertical plate has been adopted,, as a new ESD. Design criteria for the proposed ESD are also suggested. By applying this new ESD, it is expected that the total resistance and average nominal wake can be reduced by 3.04 % and 18.8 %, respectively.

• Proceedings of the Acoustical Society of Korea Conference
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• autumn
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• pp.443-446
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• 2004

추진기에 의한 소음은 선형 특성에 의한 반류 분포, 추진기 재질 및 유체 연동 등 다양한 주변 인자들에 의해 발생하여, 민수용 선박의 경우는 과도한 추진기 수중 방사 소음으로 해양 생태계 교란 및 선박 거주구역 내 과대 소음 형성의 주 요인이 된다. 더구나, 군사용 함정의 경우에는 추진기 유기 소음은 수중 방사소음의 형태로 전파되어 함정/무기 자체에 탑재된 음향센서의 기능을 저하시키는 영향을 줄 뿐 아니라, 원거리까지 전파되는 수중소음으로 인해 치명적인 자기 노출이 되어 적 함정에 의한 피탐 거리 증대라는 전술적 취약점을 초래하는 중요한 요소이다. 본 발표는 삼성 공동수조(SCAT)에서 이루어지는 추진기 유기 소음 측정에 대한 기술적 사항과 모형선-추진기 수조 시험을 통해 구해진 추진기 유기음향과 이론 및 경험식을 토대로 계산된 추진기 소음의 정량/정성적 비교를 통해, 추진기 설계 단계에서 소음수준 예측 도구로의 활용 가능성을 제시하였다.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.16 no.2
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• pp.51-58
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• 1983

Off the southwest coast of Korea, changes in hydrographic fields from stratified state of summer to a vertically homogeneous one of winter appeared to occur most actively in November. During this transitional period coincident thermal and salinity fronts are formed along the boundary between the two water masses of cold coastal water with low salinity and of the Tsushima Current Water. Generally frontal zone lies where the bottom depth is about 70-90m except for the central region of the Cheju Strait in which the influence of the Tsushima Current is weak. Result of the drift bottle experiment in November 1930 supports the existence of the westward coastal current.

• Journal of the Society of Naval Architects of Korea
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• v.51 no.1
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• pp.8-15
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• 2014

In this study, flow characteristics around the hull form of KLNG are investigated by numerical simulations. The numerical simulations of the turbulent flows with the free surface around KLNG have been carried out at Froude number 0.1964 using the FLUENT 6.3 solver with Reynolds stress turbulence model. Several GEOSIM models are adopted to consider the scale effect attendant on Reynolds number. Furthermore, a full scale ship is calculated and the result is compared with the numerical results of GEOSIM models. The calculated results of GEOSIM models and the full scale ship are compared with the experiment data of MOERI towing tank test and Inha university towing tank test. Moreover, wake distribution on the propeller plane of the full scale ship is estimated using the numerical results of GEOSIM models. The prediction result is directly compared with the simulation result in full scale.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.26 no.4
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• pp.353-359
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• 1990

Chinhae Bay, included small ports, is the region which the red tide phenomenon is occurred frequently in summer season. Field sampling of 4 cross-sections in the bay resulted in detailed informations on cross-sectional velocity distributions, salt concentrations and discharge during one consecutive tidal cycle in summer season, 1983. High velocity cores reoccur two times a semi-diurnal tidal cycle at the same cross-sectional location, lower layer, in Kadok Channel during the spring tide. The tidal exchange ratio was estimated by Eulerian method. The range of exchange ratios in central Kadok Channel are 9.3-17% at the spring tide and 16.9-21.8% at the neap tide. On the other hand, its range in Masan bay-mouth is 8.7% at the spring tide and 2.0% neap tide, respectively.

• Journal of the Society of Naval Architects of Korea
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• v.31 no.4
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• pp.66-72
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• 1994

For the reliable prediction of maneuverability of a ship, lots of captive model tests have been carried out for over 10 years. But the parameters appearing in the mathematical model are so versatile and showing complex characteristics, and it is still hard to establish the useful formulae that we can adopt directly in the design stage. In this paper, the most important parameters in the mathematical model. i.e.($1-\omega_P$) the effective wake fraction at propeller, and $\delta_R(\beta_R)$), the effective rudder inflow angles are investigated by the captive model tests at the circulating water channel. The model is tested at designed speed and at low speed, and the drafts at both full load and ballast load conditions are taken. Propeller thrusts and rudder normal forces are measured at the given drift angle and propeller revolution. These forces are used for the analysis of the effective flow velocity or flow direction, to the propeller or rudder.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.13 no.3
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• pp.190-199
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• 2008

To investigate hydrographic structure and characteristics of the tropical ocean in the eastern and the western Pacific, CTD(Conductivity-Temperature-Depth) data along $131^{\circ}W$ and $137^{\circ}-142^{\circ}E$ in July-August 2005 were analyzed. Sea surface temperature along $131.5^{\circ}W$ in summer is highest in the Equatorial Counter Current(ECC) because of the high-temperature water greater than $28^{\circ}C$ moving through the ECC from the western Pacific to the eastern Pacific in spring and summer. Based on the evidence of the presence of low salinity and high dissolved oxygen water in the North Equatorial Current(NEC), we suggested that the low salinity water moved from the Gulf of Panama to the east of Philippine along the North Equatorial Current(NEC). The South Equatorial Current(SEC) had the most saline water from surface to deep layer because the saline water from the Subtropical South Pacific Ocean moved to the north. The salinity minimum layer was observed at 500-1500 m depth along $131.5^{\circ}W$. The water mass with the salinity minimum layer in the north of $5^{\circ}N$ came from the North Pacific Intermediate Water(NPIW) and that in the south of $5^{\circ}N$ came from the Antarctic Intermediate Water(AAIW), which was more saline than the NPIW. Cyclonic cold eddy with a diameter of about 200km was found in $4-6^{\circ}N$. Sea surface temperature along $131.5^{\circ}W$ in the eastern Pacific was lower than along $137^{\circ}-142^{\circ}E$ in the western Pacific; on the other hand, sea surface salinity in the eastern Pacific was higher than in the western Pacific. Subsurface saline water from the Subtropical South Pacific Ocean was less saline in the eastern Pacific than in the western Pacific. Salinity and density(${\sigma}_{\theta}$) of the salinity minimum layer south of $14^{\circ}N$ was higher in the eastern Pacific than in the western Pacific.