• KSCE Journal of Civil and Environmental Engineering Research
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• v.4 no.4
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• pp.79-93
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• 1984

The dissolved air flotation(DAF) has been shown to be efficient process for the removal of algae ftom water. The efficiency of DAF can be affected by the volume ratio of pressurized liquid to sample, the pressure pressurized liquid, the contact time, the appropriate coagulant and its amount, the water temperature, the turbulence of reactor, the bubble size and rising velocity etc. The purpose of this paper is to compare the practical bubble rising velocity with the theoretical one, to investigate the adhesion phenomenon of bubbles and floc, and the influence of bubble size and velocity upon the process. The results through theoretical review and experimental investigation are as follows: Ives' equation is more suitable than Stokes' equation in computation of the bubble rising velocity. The collection of bubble and algae floc is convective collection type and resulted from absorption than adhesion or collision. The treatment efficiency is excellent when the bubble sizes are smaller than $l00{\mu}m$, and the turbulence of reactor is small. In the optimum condition of continuous type DAF the volume ratio of pressurized liquid to sample is 15%, the contact time in reactor is 15 minutes, the pressure of pressurized liquid is $4kg/cm^2$ and the distance from jet needle to inlet is 30cm.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.37 no.4
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• pp.503-509
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• 2013

Carbon fiber reinforced plastics (CFRPs), a composite material, are generally vulnerable to compressive load and impact damage in a direction perpendicular to the surface of the material. In particular, during the operation of an aircraft, impact damages caused by bird collisions or falling tools reduce the strength of the aircraft structure. In this study, after impact damages were applied to CFRP specimens with various impact energies and impactor diameters, the compressive residual strength of the impact-damaged specimen was evaluated by performing a compression test. Furthermore, a prediction model for the compressive residual strength is proposed according to the variation in the impact energy by comparing the test results.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.437-443
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• 2019

Aid to navigation is a navigational aid facility that informs a sailing vessel of its location and direction as well as a location of a specific obstacle by means of a light, shape, color, sound, radio wave, etc. It can be valuable in improving the safety of day and night vessel navigation at sea. For the safety of the tug boat, the minimum equipment requirements for each type of tug boat are arranged. Despite these preparations, the collision accidents between tug boats, barges, and light buoys can occur when the tug boat turns due to the length of the tow-line, tidal current, and the barge's momentum etc. The purpose of this study was to propose the basic system that analyzes the physical relationship between two vessels regarding the tug boat-barge-light buoy dynamics and propagate the corresponding data through the aid to navigation management & operation systems in use at each regional oceans and fisheries.

• Journal of Navigation and Port Research
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• v.29 no.8 s.104
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• pp.661-666
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• 2005

Recent warnings indicate that there is a potential risk of massive earthquake. These earthquakes could produce large-scale tsunamis. Consideration of the effect of Tsunami to the moored ship is very important bemuse it brings the loss of life and vast property damage in a viewpoint of ship operations within a harbor. If a tsunami occurs, a ship in a harbor may begin drifting in case of ship entering and departing harbor, and breakage of mooring rope and drifting of moored ship are happened. And extremely serious accident, such as stranding and collision to a quay, might occur. On the other hand, since the tsunami consists of approximately component waves of several minutes, there is a possibility of resonance with the long period motion of mooring vessel. As the speed of Tsunami is much faster than tidal current in a harbor, a strong resisting force might act on the moored ships. In this paper, the numerical simulation procedure in the matter of ship motions due to the attack of large-scale tsunamis are investigated and the effects on the ship motions and mooring loads are evaluated by numerical simulation.

• Journal of the Society of Naval Architects of Korea
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• v.34 no.2
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• pp.104-110
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• 1997

Increase of marine transpotation in coastal area frequently yields oil spill accidents due to collision or grounding of oil tankers, which affects great deal of damages on ocean environments. Exact prediction of oil pollution area in time domain, which is called oil map, is very important for effective and efficient oil recovery and minimization of environmental damage. The prediction is carried out by considering the two distinct processes which are initial diffusion on the still water surface and advection due to tide, wind wave induced surface currents. In the present paper, only the initial diffusion is dealt with. Somewhat new simulation model and its numerical scheme are proposed to predict it. Simple diffusion experiment is also carried out to check the validity of the present method. Furthermore, some example simulations are performed for virtual oil spill accident. Quite realistic oil map including oil thickness distributions can be obtained by the present model.

• Journal of the Korean Society of Marine Environment & Safety
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• v.17 no.2
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• pp.179-185
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• 2011

A marine collision accident occurred at the Jin-do water way. A barge loaded with heavy equipment of Power Generation Plant was being towed at its side by two tugs "A" and "B" from Byeg-pa harbour to the designated position to be used for power generation plant near Jin-do bridge. The Power Generation Plant was 40-meters high loaded atop the barge. When the "tugs and tow" were approaching the Jin-do the bridge, the two towing tugs lost maneuvering control of the barge and it went off-course, hit first the waterway embankment and finally struck the lower part of bridge's span and post musing the barge to capsize and sunk its cargo into the sea. The bridge also suffered damages where the top of the Plant struck At the time of the accident, there was a strong tidal current at the waterway. This paper calculates the safe towing force of barges with heavy loads when traversing in a strong tidal current situation in narrow waterway.

• Journal of the Korean Society for Marine Environment & Energy
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• v.4 no.1
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• pp.38-46
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• 2001

To assess the oil-containment effectiveness of tandem oil fences placed in currents, the movement of oil droplets in the fore and aft region of the fences is investigated by experimental and numerical methods. The effect of the flexibility of the fence skirt of single fence on the fence effectiveness is also investigated. Laboratory experiment is conducted to trace the path of a spherical solid particle of equivalent density to an oil droplet which was released in a uniform stream ahead of a model oil fence. Depending upon the releasing position and the flow condition there, it was observed that the particle floated up to the free surface, collided with the fence, or escaped below the fence. By analyzing the droplet trajectories, a numerical method is developed to predict the region ahead of the fore fence where an oil droplet initiating its motion eventually escapes beneath the fence. The effect of the relative sizes of the drafts of the fore and aft fences, the fence separation, and the bottom depth of the sea bed on the effectiveness of tandem fences is investigated using the numerically obtained trajectories of oil droplets.

• Proceedings of the Korea Water Resources Association Conference
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• 2018.05a
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• pp.286-286
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• 2018

하천에서 점착성 유사의 부유사는 입자 표면의 전자기적, 생화학적 점착력과 충돌에 의해 플럭(Floc)을 형성하고 응집된 플럭은 하천의 흐름 및 난류에 의해 파괴되기도 한다. 이 과정을 응집현상이라고 한다. 하천의 점착성 유사는 보통 플럭의 형태를 띠며 응집현상으로 인해 플럭의 밀도와 크기는 지속적으로 변화한다. 일반적으로 변화하는 플럭의 크기는 높은 질량 농도에서 증가한다고 알려져 있다(McAnally and Mehta, 2000; Maggi et al., 2007). 하지만 현장 연구에서 실측된 자료들은 종종 플럭의 크기와 농도가 반비례 관계를 가지는 경향을 보여준다(Gartner et al., 2001; Fettweis et al., 2006; Todd, 2014). 이에 따라 본 연구는 현장의 실측 자료가 일반적인 연구와 다르게 플럭의 크기와 농도가 반비례 관계를 가지는 현상을 규명하기 위해 점착성 유사의 이동을 모의하는 1차원 연직 수치 모형으로 수치 실험을 실시하고 그 결과를 분석한다. 수치 실험은 현장연구와 조건이 비슷한 이상적인 조류조건과 정류상태의 한 방향 흐름(Current Flow)을 함께 발생시키고 점착성 유사의 특징인 응집현상을 고려하였다. 모의 결과, 실측 자료와 같이 총 모의 수심 중 하상과 가까운 측정 수심에서는 플럭의 크기와 농도가 반비례 관계를 가지는 경향을 보였다. 그러나 측정 수심이 수표면 쪽으로 갈수록 플럭 크기와 농도가 비례하는 현상을 보였다. 이와 같이 서로 다른 두 가지 결과를 분석하기 위해 플럭의 크기를 결정하는 대표적인 매개변수인 농도와 난류의 강도를 나타내는 난류소산매개변수(Turbulent shear, G)를 가지고 새로운 매개변수를 만들었다. 플럭의 크기를 결정하는 방정식에서 농도는 응집의 과정에 G는 응집과 파괴의 과정에 관여한다고 알려져 있다. 새로운 매개변수로 총 모의 수심에 걸쳐 분석한 결과 하상에서 수표면 쪽으로 갈 때 난류와 농도 모두 줄어들지만 파괴와 응집의 우세를 나타내는 매개변수가 도치되는 현상을 보였다. 즉 하상부근의 강한 난류와 높은 농도가 응집현상을 만들지만 농도는 응집현상에, 난류는 응집과 파괴 모두 관여하므로 상대적으로 농도와 난류가 만들어내는 응집보다 난류가 만드는 파괴가 강할 때 플럭의 크기가 줄어드는 것으로 예측된다. 이에 따라 점착성 유사의 플럭 크기를 예측할 때에는 플럭의 크기가 농도와 선형의 관계를 가지는 것이 아닌 농도와 난류가 함께 작용하는 비선형 관계임을 고려해야 한다.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.5
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• pp.628-636
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• 2018

Because large buoys are mainly made of steel, they are heavy and vulnerable to corrosion by sea water. This makes buoy installation and maintenance difficult. Moreover, vessel collision accidents with buoys and damage to vessels due to the material of buoys (e.g., steel) are reported every year. Recently, light buoys adopting eco-friendly and lightweight materials have come into the spotlight in order to solve the previously-mentioned problems. In Korea, a new lightweight buoy with a 7-Nautical Mile lantern adopting expanded polypropylene (EPP) and aluminum to create a buoyant body and tower structure, respectively, was developed in 2017. When these light buoys are operated in the ocean, the visibility and angle of light from the lantern installed on the light buoys changes, which may cause them to function improperly. Therefore, research on the performance of light buoys is needed since the weight distribution and motion characteristics of these new buoys differ from conventional models. In this study, stability estimation and motion analyses for newly-developed buoys under various environmental conditions considering a mooring line were carried out using ANSYS AQWA. Numerical simulations for the estimation of wind and current loads were performed using commercial CFD software, Siemens STAR-CCM+, to increase the accuracy of motion analysis. By comparing the estimated maximum significant motions of the light buoys, it was found that waves and currents were more influential in the motion of the buoys. And, the estimated motions of the buoys became larger as the sea state became worser, which might be the reason that the peak frequencies of the wave spectra got closer to those of the buoys.

• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.4
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• pp.401-406
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• 2010

Vessel Operator has been navigating with subjective sate distance in accordance with night & daytime, fore & aft, port & stbd abeam and visibility situation. This sate distances may different depending on inside & outside harbor limit, current, wind and visibility situation. By now, the concept of proper sate distance between navigating vessels has been adopted in Korea, using the early 1980's foreign data. And the safe distance is being used with the same value without any consideration of inside & outside harbor and the kind of vessel. So it is necessary to evaluate or search proper distance concept based on different sate consciousness of Korean manners. This paper aims to develop the basic model for marine traffic evaluation and the new model of marine traffic congestion. Also this paper proposes the basic control guideline of vessel traffic service center. The result of this study showed that minimum sate distance should be 4.4L forward, 3.1L aft and 26L abeam in case of good visibility in daytime, considering various parameters such as visibility, day and night. Some differences Here found between the existing minimum sate distance and the new minimum sate distance derived from the result of this study.