해기사 교육의 문제점 및 개선방안

尹點東 한국해사문제연구소 1986 (月刊)海洋韓國 Vol.149 No.-

선박간의 상호작용과 안전조선에 관한 연구

윤점동 한국항해항만학회 1986 한국항해학회지 Vol.10 No.1

조종운동이 유발하는 횡경사모우멘트의 불안정거동에 관한 연구

윤점동,손경호 한국항해항만학회 1980 한국항해학회지 Vol.4 No.1

In order to evaluate rolling characteristics of high speed container carrier the author developed yaw-sway-rudder coupled rool equation, which is likely to be 5th order differential equation. The free rolling time history with particular reference to automatic steering, was computed upon the base of the yaw-sway-rudder coupled roll equation. The computed result explained effects of $C_1$ and $C_2$ on rolling behaviors and furthermore the effect of $C_2$ proved to be very effective where $C_1$ and $C_2$ are yaw gin constant and yaw-rate gain constant of auto-pilot respectively. Computation was carried out using Matsumoto's data of hydrodynamic force derivatives of 5 meter long container model.

Rolling Motion Spectrum 에 의한 해난 발생의 원인분석에 관한 연구

윤점동,이동섭 한국항해항만학회 1989 한국항해학회지 Vol.13 No.2

Marine casualities in the high sea are mainly classified into the breakage of hull and capsize , of which the latter occurs frequently to a small craft and container vessels by extreme rolling. The aim of this study is to develop shiphandling techniques for the prevention of ship's large rolling by way of evaluating dangerous degree of rolling in heavy weather. In this study, rolling motion is analized by using statistical method as follow : (1) 8 sample ships is presented for calculation. (2) Analized sea state are Beaufort scale 7 and 10 (wind velocity 30kts and 50kts respectively) and significant wave height is put as 5.2m and 11.2m. (3) The formula recommended by International Towing Tank Conference (ITTC) is used to calculated the wave spectrum. The results of this study are as follow : The results of this study are as follow : (1) Most of the vessels with beam of 20 meters or less was found to be capized in the waves abeam under the sea condition of Bearfort scale7(30kts). (2) For the vessels range 20m to 30m was found safe under the sea conditions of Bearfort scale 7(30kts) and imminent danger under the sea condition of Beaufort scale 11(50kts). (3) It is proved that any vessel could be capsized by heavy rolling regardless of vessel's size whenever the motion is synchronized with waves abeam. This study concludes that the navigator, especially at night , must anticipate the exact wave direction, referring to the wether report and coastaline, not to lay the vessel in the serial wave abeam.

불규칙해면에서 선수부의 상대운동에 관한 연구

윤점동,김종훈,김기윤 한국항해항만학회 1989 한국항해학회지 Vol.13 No.2

When a ship is sailing on the sea, she has the six-degrees of freedom of motion. It means that she meets a lot of dangerous situations. Especially, when the VLCC is travelling in irregular sea, the slamming, the deck-wetness and the propeller racing are occured with the sea state she is on. These are the representative steps that a heave-to and a scudding are used for a ship building , but for a predominance in both. The author intends to clarify this problem theoretically. The methods of statistical calculation are based with the ITTC spectral formulation and with the assumption that the wave height histogram follows the Rayleigh distribution. In this study, the author gives an attention on the relative bow motion to a wave in the irregular sea. It is verified that the relative diplacement at the bow to sea level in the following sea is less than that in the head sea. It is confirmed that, therefore, one have to sail with scudding when he is threatened to heave-to at a rough sea. But he must bear the propeller racing in mind in the cases.

수직평면에서 잠수함의 심도변화율에 영향을 주는 제 요소에 관한 연구

윤점동,김종훈,윤종휘 한국항해항만학회 1989 한국항해학회지 Vol.13 No.3

The submarine played an active part in military operation during the last of nineteenth century. Today, as an aid to science and technology and technology m the submarine is being utilized in the fields of deep sea investigation and sight-seeing as well as military activities. When the stability and the maneuverability of a submarine is studied, the problems arise on the vertical plane as well as the horizontal plane. However, the horizontal plane has been dealt with in the study of surface vessels. The author attempts to look into the hydrodynamic directional stability at high speeds (above 10knots) on the vertical plane, and to clarify the submarine's depth-rate as related to the factors that affect it : the distance from the center of buoyancy to the center of gravity, the speed of the submarine, and the position and the area ratio of hydroplane. In this study, the author considered the two groups of dimensionless derivatives of submarine. It is confirmed that the depth-rate of a submarine is decreased when the length, of BG is increased under the continuous submerging status. But the depth-rate is increased when the area ratio of hydroplane is enlarged. It is also confirmed that a submarine has only one critical speed in accordance with the shape of its hull, but unconcerned with its speeds.

조종성지수에 의한 충돌회피동작의 양적 파악에 관한 연구

윤점동 한국항해항만학회 1977 한국항해학회지 Vol.1 No.1

The Maneuvering Indices of a ship are the values that decide the quantity of her motion in turning when her rudder is turned over to an angle to the starboard or the port. They consist of two kinds of indices, one of which is called index K and the other, index T. Index K decides a ship's turning ability and index T does the length of time delay of a normal turning motion after her rudder has finished the turn of an ordered angle. Generally, the values of the indices are calculated through some mathematic formulas with figures of her heading degrees recorded at a fixed time intervals during her Z test. The values of the same kind index of a ship appear differently according to the ship'sspeed, trim, rudder angle and loaded condition, etc. In this paper, the author analyzed all the amthematic formulas required to calculate the values of the indices in their forming process and examined them from the point of mathematics and dynamics and also actually figured out the values of maneuvering indices of the M.S. "HANBADA", the training ship of Korea Merchant Marine College through her Z test. The author supposed a case in which two same typed ships as the "HANBADA" in size, shape and conditions were approaching each other in meeting end on situation and each ship turned her rudder hard over to the starboard respectively when they approached to the distance of 3 times as long as the ship's length. The author worked out mathematic formulas calculating forward and transverse ship's motions within the above mentioned situation for the quantative analysis of the collision avoding action to certify whether they are in collision status or not. Applying the calculated values of the maneuvering indices of the "HANBADA" to the motion calculating formulas, the author found out the two ships were passing over each other with the clearing distance o 39m between their port quarters. With the above mentioned examinations and explanations, the author demonstrated that a ship's motion in any collision avoiding action can be shown with quantities of time and distance within reliable limit.istance within reliable limit.

해저탐사잠수정의 연직평면에서의 방향안정성에 관한 연구

윤점동 한국항해항만학회 1987 한국항해학회지 Vol.11 No.1

Nowadays natural resources on shore have been almost exhausted all over the world and mankind is beginning searching for unexploited resources on the bed of deep-sea floor. In exploring mineral resources and etc. in the ground of sea-bed, a sumbersible craft is one of the most important tools. These days, the stage of the technique of building and operating an exploring submersible craft is almost alike that of building and operating an airplane in the first years of the nineteen-twenties. At the present time, the problems arising in building and operating a submersible craft can be divided into four parts as follows; 1. How to build a hull that can bear high pressure under deep sea level. 2. How to decide the necessary facilities to be put on it. 3. How to decide the scope of stabilities and maneuvering characteristics of it. 4. On what sea conditions, the devices of launching and recovering it should be designed on the mother-ship. In this paper treating one of the third problems the author made a mathematic formula that can be useful in deciding the scope of dynamic course stability on the vertical plane and actually calculated the onset speed of pitch instability of an exploring craft. With the above mentioned calculations the author demonstrated that the value of $Z_g$ and the speed of a submerged craft are the most important factors in decideing the scope of dynamic stability on the vertical plane.

북태평양에서의 동계항해안전에 관한 연구

윤점동,권종호,주재훈,허용범,최명식 한국항해항만학회 1987 한국항해학회지 Vol.11 No.2

Nowadays, the transportation of almost all cargoes depends on sea routes in international trade. In the transaction of trade, cargo transportation must be completed on the base of two contrary objectives, one of which is to protect the vessel, cargoes and crew aborad her safely through every step of the transportation and the other is to pursue profits from the transaction of the trade. In spite of the great development of the modern techniques in shipbuilding today, many sea disaters of big merchant vessels have been occurring successively in winter seasons every year on the sea routes of the North Pacific Ocean. Whenever the accident of losing a vessel in rough sea occurred , many experts of the country to which the vessel belonged had tried to take out the reason of the missing without manifesting the exact cause of the unhappy occurrence. In this paper, we calculated ocean wave status along the route of the North Pacific Ocean theoretically concluded by us as optimum on the basis of weather and sea conditions. In the calculation, we used ITTC wave spectrum formula and meteorological data of "Winds '||'&'||' Waves of the north Pacific Ocean" edited by Ship Research Institute of Japan on the basic data assembled by World Meterological Organization through past 10 years. We selected three sample vessels of most common size in the North Pacific Ocean Routes, a container, a log carrier and a bulk carrier and applied tree sample vessels to the calculated sea conditions for getting the rolling angles of the vessels and stress exerting on the hulls. Examining the calculated results, we concluded as follows; 1. Under the condition of these status7 by beaufort scale, "heave to" maneuvering is the best and safest way to steer every vessel. 2. The most dangerous part of sea area along the west bound optimum route of the North Pacific Ocean in winter season, is the southern sea area of the Kamchatka peninsula.a peninsula.

연.근해 운항선박의 해난실태와 사고방지대책

윤점동,이윤철 한국항해항만학회 1991 한국항해학회지 Vol.15 No.1

In general, marine casualities take palace by the composite action of three elements such as waterway condition, vessel condition and man condition. One of the important characteristics of most marie casualties for small cargo vessels in maritime transportation of near-coastal and greater-coasting seas in that the same kind of casualities take place repeatedly in spite of the apprent causes, Because, it takes much time and effort for seamen to master waterway, vessel or operatin technique only to the practical and sensible level. In these days, with the development of our economy, our shiypping industry has grown and therefore the demand of marine officers has increased. This economic growth brought about undesirable situation like the evasion of seamen and frequent casualities of Korea vessels. These marine casualities are being caused mainly by the unskilfulness of operating technique as well as the bad waterway condition and ship's installation condition. Therefore, I conclude, in this paper, that the most efficient and economic preventing measures of marine casualities are seeking causes and removing them in advance under the close coperation system among all concerned parties.