• Journal of Korean Society of Coastal and Ocean Engineers
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• v.32 no.4
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• pp.230-241
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• 2020

Since the construction of Pohang New Port, the problems of the low harbor tranquility caused by decreasing port operation rate has been continuously reported. In order to improve the harbor tranquility, a detached breakwater (DB) has been constructed outside the outer breakwater of Pohang New Port in 2018~2020. In this study, the effectiveness of the DB was proved by comparing the reduction rates of wave heights that were observed before and after the construction of the DB. First, the observed data were compared with the numerical model results available from a previous study, and the model data showed reasonable agreement with measured data at 3 out of 4 locations inside the port. The discrepancy in one of the locations was because the model could not accurately calculated the effect of wave interference in the inner corner of the port. The observation data showed excellent results that the number of waves that exceeded 0.3 m, the critical value to reach desired harbor tranquility, was significantly reduced after the construction of the DB. In addition, the reduction rate, the ratio of wave heights between outside and inside of the port, was decreased after the DB construction, which proved that properly designed coastal structures such as DB in this study could be effective in improving the port tranquility. The results of this study can be usefully applied for solving problems in similar cases.

• Journal of the Korean Geotechnical Society
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• v.31 no.7
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• pp.13-28
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• 2015

This study extended the Lee et al.'s (2015a) solution which improved the existing analytical solution for prediction of the residual pore water pressure into progressive wave and flow coexisting field. At this time, the variation of incident wave period and wave length should be incorporated to Lee et al.'s (2015a) analytical solution, which does not consider flow. For the case of infinite thickness, the new analytical solution using Fourier series was compared to the analytical solution using Laplace transformation proposed by Jeng and Seymour (2007). It was verified that the new solution was identical to the Jeng and Seymour's solution. After verification of the new analytical solution, the residual pore water pressure head was examined closely under various given values of flow velocity's magnitude, direction, incident wave's period and seabed thickness. In each proposed analytical solution, asymptotic approach to shallow depth with the changes in the soil thickness within finite soil thickness was found possible, but not to infinite depth. It is also identified that there exists a discrepancy case between the results obtained from the finite and the infinite seabed thicknesses even on the same soil depth.

• The Journal of Engineering Geology
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• v.26 no.1
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• pp.143-152
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• 2016

To estimate the stability of a debris flow it is necessary to know the mass of surface soil, cohesion, slope, and friction angle. Given that the mass of surface soil is a function of soil thickness and mass density, it is important to obtain reliable estimates of soil thickness across a wide area. The objective of this paper is to estimate soil thickness using the elastic wave velocity with a new standard velocity. Tests are performed in debris-flow hazard areas, after which four profiles are selected to obtain the elastic wave velocity. Dynamic cone penetration tests are carried out to find the soil thickness at 18 points. The elastic wave velocity shows the area consists of 3~4 layers, and soil thicknesses are predicted by utilizing the new standard. The elastic wave velocity and dynamic cone penetration tests yield large differences in soil thickness. Therefore, this study shows that the new standard is useful not only in estimating soil thickness but also in improving the reliability of estimates of soil thickness.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.36 no.2
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• pp.37-49
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• 2024

To date, numerous empirical formulas have been proposed through hydraulic model experiments to predict the wave breaker index, including wave height and depth of wave breaking, due to the inherent complexity of generation mechanisms. Unfortunately, research on the characteristics of wave breaking and the prediction of the wave breaker index for gravel beaches has been limited. This study aims to forecast the wave breaker index for gravel beaches using representative linear-based machine learning techniques known for their high predictive performance in regression or classification problems across various research fields. Initially, the applicability of existing empirical formulas for wave breaker indices to gravel seabeds was assessed. Various linear-based machine learning algorithms were then employed to build prediction models, aiming to overcome the limitations of existing empirical formulas in predicting wave breaker indices for gravel seabeds. Among the developed machine learning models, a new calculation formula for easily computable wave breaker indices based on the model was proposed, demonstrating high predictive performance for wave height and depth of wave breaking on gravel beaches. The study validated the predictive capabilities of the proposed wave breaker indices through hydraulic model experiments and compared them with existing empirical formulas. Despite its simplicity as a polynomial, the newly proposed empirical formula for wave breaking indices in this study exhibited exceptional predictive performance for gravel beaches.

• Archives of design research
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• v.9
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• pp.1201-1208
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• 1994

During the 1970s, as Los Angeles-based designer April Greiman made her professional way, her work was popularly labeled "New Wave: The term no longer seems to fit. Today, Greiman refers to her brand of design as "hybrid imagery." For combining photography, drawing, video, computer-generated images and typography in her designs, she creates a crossbreed that blends but is unlike any of its parts. To her credit, Greiman was one of the first designers who saw potential in the "textures" of video and computer-based imagery, and was brave enough to integrate this new visual language into the mainstream design work she was creating. She was also one of the designers to use the Macintosh computer as her primary design tool. Despite her pioneering work, she refuses the label of "experimental" designer. She prefers to say she, is interested in process, in layering images to evoke both a thoughtful and emotional response. thoughtful and emotional response.

• Journal of the Society of Naval Architects of Korea
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• v.48 no.2
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• pp.99-106
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• 2011

The appearance of CSR changes the concept of the hull form design as well as structural design, since the application of CSR inevitably brings the lightweight increase of a ship. Keeping the original design constraints such as principal particulars, deadweight, and speed performance, designers have to increase the volume of the hull form. As a result, the entrance angle at bow end should become larger, which results in blunter waterline shape. For a slow and full ship having high $C_B$ more than 0.85, a new concept of bow shape has been required to alleviate the increase of wave-making resistance, since it is very difficult to improve waterline and frameline shape for such a full ship. In this paper a new bow shape of Capesize Bulk Carrier was developed to improve its wave-making characteristics without incompliance with the design constraints. For loading manual calculation, NAPA software was used. FLUENT6.3.26 and WAVIS1.4 were used to evaluate resistance performance of the subject hull forms. The newly designed hull form was tested at SSPA model basin for the final confirmation of resistance and propulsion performance of the ship. It was found that the new bow shape of a Capesize Bulk Carrier improved the resistance characteristics greatly compared to a conventional bulbous bow. The other benefits of new bow shape on the manufacturability were also investigated.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
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• v.20 no.9
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• pp.974-982
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• 2009

Photomixing techniques beating two optical signals with different wavelengths and strong correlations are also very useful techniques to make a continuous wave(CW) signals in the range of millimeter(mm) and terahertz(THz) frequencies. An optical double sideband-suppressed carrier(DSB-SC) technique is one of the popular techniques to generate two optical signals with different wavelengths and strong correlations. DSB-SC signals with strong correlations are generated by a CW modulation of an optical carrier with a local oscillator and an optical modulator. In the previous parers related the DSB-SC for producing the CW signals within the range of mm and THz frequencies, there have been no reports why the optical carrier should suppress. In order to clear that, we have analyzed and measured the characteristics of the mm-wave CW signals made by the DSB-SC photomixing in this paper. From our analysis and measurement results, compared with the case of the DSB with the maximized optical carrier, the power and phase noise have improved about 23.9 dB and 21 dBc/Hz(@ 1 MHz offset frequency) in the case of the DSB with the minimized optical carrier (that is to say, the DSB-SC). Consequently, it is evident reason that the optical carrier should sufficiently suppress to obtain the mm-wave CW signals with the high power and low noise. This paper has given very helpful data to make mm- and THz-wave CW signals using photomixing techniques with the DSB-SC because the reason why the optical carrier should be suppressed is reported in this paper based on the numerical and experimental results.

• Journal of the Korean Geotechnical Society
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• v.25 no.9
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• pp.57-66
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• 2009

In the preliminary investigation (Park et al., 2009), the use of compressional wave velocity and its measurement techniques were proposed as a new quality control measure for trackbed fills. The methodology follows exactly the same procedure as the density control, except the density being replaced by the compressional wave velocity involving consistently with resilient modulus of design stage. The specifications for the control also include field compaction water content of optimum moisture content ${\pm}2%$ as well as the compressional wave velocity. In this sequel paper, crosshole and resonant column tests were performed as well direct-arrival method and laboratory compressional wave measurements to verify the practical applicability of a methodology far the new quality control procedure based upon compressional wave velocity. The stress-modified crosshole results reasonably well agree with the direct-arrival values, and the resonant column test results also agree well with the field crosshole results. The compressional wave velocity turned out to be an excellent control measure for trackbed fills both in the theoretical and practical point of view.

• Journal of Ocean Engineering and Technology
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• v.30 no.2
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• pp.69-74
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• 2016

A new wave-piercing-type high-speed planing boat without a chine was developed, and its basic performance was investigated in a model test, including the resistance, trim, and sinkage. The maximum speed of the developed ship was 35 knots. The hull form was developed by combining a VSV (very slender vessel) and TH (transonic hull), which have large deadrise angles at the bow. The main dimensions were estimated by a statistical approach using actual ship data. The effect of a side fin attached at the stern near the water line was investigated from a resistance point of view. It was found that the developed hull form showed the possibility of a new concept for a high-speed planing hull without a chine, and the side fin played an important role in increasing the resistance performance by controlling the trim and sinkage in the high-speed range.

• The KSFM Journal of Fluid Machinery
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• v.17 no.5
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• pp.54-59
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• 2014

The new high speed combi train prototype project was developed which named HSB. It runs over the speed of 330km/h. As the speed of the train exceeds over 300km/h, due to pressure change in tunnel, aerodynamic problems such as sudden drag increase, severe acoustic noise, passenger discomfort and tunnel pressure sonic boom were occurred. This aerodynamic characteristics in tunnel should be reviewed in early design state to enhance the performance and driving quality of new high speed train. In this paper, the aerodynamic characteristics in tunnel for HSB such as pressure waves in tunnel, a rate of pressure change in cabin and micro pressure wave that cause sonic boom outside tunnel are analyzed by 2D axisymmetric CFD simulations. The results are also compared with the value for ordinary high speed train like the KTX-Sancheon. It is helpful how to design the configuration of HSB train. Finally it shows that the HSB train was well designed in tunnel condition because all values fulfill the criterions on UIC code and Korean national regulations.