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안장영 ( Jang Young Ahn ),박용석 ( Yong Seok Park ),최찬문 ( Chan Moon Choi ),김석종 ( Seok Jong Kim ),이창헌 ( Chang Heon Lee ) 한국어업기술학회 2012 수산해양기술연구 Vol.48 No.4
In order to obtain the fundamental data about the behavior of conger by underwater audible sound, this experiment was carried out to investigate the hearing ability of Conger eel Conger myriaster which was in the coast of Jeju Island by heartbeat conditioning method using pure tones coupled with a delayed electric shock. The audible range of conger eel extended from 50Hz to 300Hz with a peak sensitivity at 80Hz including less sensitivity over 200Hz. The mean auditory thresholds of conger eel at the frequencies of 50Hz, 80Hz, 100Hz, 200Hz and 300Hz were 105dB, 92dB, 96dB, 128dB and 140dB, respectively. The positive response of conger eel was not evident after the sound projection of over 200Hz. At the results, the sensitive frequency range of conger eel is narrow in spite of swim bladder. Auditory masking was determined for Conger eel by using masking stimuli with the spectrum level range of about 60~70dB (0dB re 1mPa/AHz ). According to white noise level, the auditory thresholds increased as compared with thresholds in a quiet background noise including critical ratio at 68dB of white noise from minimum 26dB to maximum 30dB at test frequencies of 80Hz and 100Hz. The noise spectrum level at the start of masking was distributed at the range of about 68dB within 80~100Hz.
이창헌 ( Chang-heon Lee ),안장영 ( Jang-young Ahn ),김석종 ( Suk-jong Kim ),김민선 ( Min-son Kim ),최찬문 ( Chan-moon Choi ) 한국어업기술학회 2017 수산해양기술연구 Vol.53 No.2
This study is intended to provide navigator with specific information necessary to assist in the avoidance of collision and in operation of ships to evaluate the maneuverability of research vessel Jera. Authors carried out full-scale sea trials for turning test, zig-zag test, and spiral test at actual sea-going condition, which were performed on starboard and port sides with 10-20 rudder angle at service speed of 10 knots. The turning circle was much different at both of the turning of port and starboard which was longer at the starboard than at the port. In the zig-zag test results, the port and starboard was 10˚ the first and second overshoot angles were 6.0˚, 5.8˚ and 6.3˚ , 7.1˚ respectively and the first overshoot angles were 16.4˚ , 17.6˚ when using 20˚ . Her maneuverability index T and K can be easily determined by using an analogue computer with the data obtained from the zig-zag tests where K is a constant representing the turning ability and T is a constant representing her quick response. In the zig-zag tests under 10˚ or 20˚ at rudder angle, the value K is 0.149. 0.123 sec- and T is 11.853 and 6.193 sec and angular velocity is 0.937˚ /sec and 1.636˚ /sec. In the spiral test, the loop width was unstable at +0.51˚ and -1.19˚ around the midship of rudder, but the tangent line at 0˚ was close to vertical. From the sea trial results, we found that she did comply with the present criterion in the standards of maneuverability of IMO.
이창헌 ( Chang Heon Lee ),최찬문 ( Chan Moon Choi ),안장영 ( Jang Young Ahn ),김석종 ( Seok Jong Kim ),김병엽 ( Byung Yeob Kim ),중광율남 ( Ritsuo Shigehiro ) 한국어업기술학회 2015 수산해양기술연구 Vol.51 No.4
In this paper, the results of evaluating the passenger comfort due to the standard deviation of acceleration in vertical and lateral direction regarding the ship response in irregular wave by ordinary strip method in regular wave and energy spectrum using linear superposition theory in order to evaluate the motion of experimental ship are as follows. According to the results of ship response, it was possible to find that, in order to reduce the motion of ship, a ship operating in bow sea was more stable than in quartering sea. In the results of analyzing the standard deviation of acceleration in vertical direction according to each component wave pattern, when there was a wave length of 56m and an average wave period of 6 sec, most of cases showed the peak value. And among them, the standard deviation was 0.35 which was the highest in head sea. And in case of lateral direction, the maximum value was shown in a wave length of 100m and an average wave period of 8 sec. And it was 0.16 in beam sea and X = 150° In the evaluation of passenger comfort due to standard acceleration in vertical and lateral direction, it was 80% in head and bow sea. On the other hand, it was shown to be 15% in follow sea. Accordingly, when the expected wave height in a sea area where a training ship was intended to operate was known, it was possible to predict the routing of ship. And altering her course could reduce the passenger comfort by approximately 50%.
최찬문 ( Chan Moon Choi ),이창헌 ( Chang Heon Lee ),김병엽 ( Byung Yeob Kim ),안장영 ( Jang Young Ahn ),김석종 ( Seok Jong Kim ),중광율남 ( Ritsuo Shigehiro ) 한국수산해양기술학회 2015 수산해양기술연구 Vol.51 No.1
In order to deduce an objective evaluation method of motion seasickness incidence (MSI) by ship motions during underway in irregular waves and to present the fundamental data of passenger comfort on the yacht and the passenger ship according to the result, the MSI of the trainees by the questionnaires was analysed and compared with the rate of variation of salivary α-amylase activity (VSAA) on the training ship A-ra ho of Jeju national university. Relationship between rate of variation (x)by salivary α-amylase activity and motion seasickness incidence (y) was described by the equation, MSI(%) = 0.6073 x +12.189 including the correlation coefficient (R2= 0.9853). The result obtained through the rate of variation of salivary α-amylase activity which was the quantitative evaluation method for ship motions causing seasickness was most affected by z-vertical acceleration and occurred within the frequency range 0.1 to 0.3Hz centered on 0.2Hz, and the simulation result based on this finding showed the motion seasickness rate at approximately 4% lower than the rate obtained through the survey.