• Journal of the Society of Naval Architects of Korea
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• v.36 no.3
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• pp.8-14
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• 1999

The flor characteristics around the KRISO 3600TEU container ship model have been experimentally investigated in a subsonic wind tunnel. The mean velocity and turbulence characteristics in the stern and wake regions were measured using an x-type hot-wire probe. The flow characteristics in the stern and near wake regions revealed a complicated three-dimensional flow pattern. The measured results showed clearly the formation of longitudinal vortices and their effect on the flow pattern in the wake region. The shear layer developed along the ship model expands showly to the downward direction. The turbulence statistics measured can be used as comparative data of numerical simulations and provide insights into development of accurate turbulence models for the ship design.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.40 no.4
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• pp.304-310
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• 2004

Resistance performance of small size fishing vessel is experimentally investigated to find out the effect of fore-body shape and trim for the better hull from development. The tests are performed for five different cases in the high speed circulating water channel(CWC). Wave patterns are observed to investigate the relation between the resistance performance and the wave characteristics.

• Journal of Ocean Engineering and Technology
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• v.20 no.3 s.70
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• pp.88-95
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• 2006

The resistance characteristics of a trimaran are studied, varying the bottom profile and transom stern of the main hull. The bottom profile is varied in three cases (convex, flat, concave). Using the experimental and numerical methods, the resistance performance of each hull form is compared. The experiments are carried out in ship model basin, and the numerical simulations are performed by a finite-difference method, based on the Marker and Cell scheme. Euler and continuity equationsare used for the governing equations of the flaw field around a trimaran with transom stern. The agreement of both results is good. The optimal bottom profiles for transom stern are presented for law-speed and high-speed regions, respectively.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.18 no.1
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• pp.1-7
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• 1985

Various types of shearing devices which may be a substitute for the conventional beams in stow nets were considered, and then tentatively named "the zonal canvas type of stow net" having the shearing device made of zonal canvas was devised. A 1/3 model of the net was made and experimented at sea. Converted to the full scale, the measured water resistance R(kg) of the net was given by $R=5.6{\times}10^{3}V^{l.5}$ or $R=3.5\frac{d}{l}{\lambda}_b{\lambda}_l\;V^{1.5}$, where V is the water velocity (m/sec), d the diameter of netting bars, l the length of the bars, ${\lambda}_b$ the stretched circumference of net mouth (m), ${\lambda}_l$ the length of net stretched. The net height kept about $83\%$ of the side rope length regardless of the variation of V and the net breadth kept a value over $90\%$ of the head rope length until V reached 1 m/sec. These results were very successful according to expectation, but the conventional netting was requested a further improvement. Therefore, the netting was newly designed to have smaller size of meshes in the vicinity of net mouth and larger hanging ratio breadthwise. With the netting a full scale net was made and experimented by a stern trawler. The experiment gave a net breadth over $95\%$ of the head rope length until V reached 1m/sec and showed no faults in the net. But the net operation by the stern trawler was ascribed an inconvenience to its narrow breadth of stern slip way.

• Journal of the Society of Naval Architects of Korea
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• v.34 no.1
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• pp.1-10
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• 1997

Viscous flow around actual ship is calculated by an use of RANS equations. The propriety of this computing method, usefulness to hull form design and the scale effect which is the effect of viscous flow depending on the scale of ship model are investigated. Reynolds stress is modelled by using k-${\varepsilon}$ turbulence model and the law of wall is applied near the body. Body fitted coordinates are introduced for the treatment of the arbitrary 3-dimensional shape of the ship hull form. The transformed equations in the computational domain are numerically solved by an employment of FVM. In the calculation of pressure, SIMPLE method is adopted and the solution of the discretized equation is obtained by the line-by-line method with the use of TDMA The calculations of two ships, 4410 TEU container carrier and 50,000 DWT class bulk carrier, are performed at model and actual ship scale. The results are compared and discussed with the model test results which are viscous resistance, nominal wake distribution at propeller plane and limiting streamline on the hull surface. They describe the effect of stem form and the scale effect very well. In particular, the calculated nominal wake distribution and limiting streamline are agreed qualitatively with the experiments and the viscous resistance values are estimated within ${\pm}5%$ difference from the resistance tests.

• Journal of the Society of Naval Architects of Korea
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• v.37 no.3
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• pp.11-20
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• 2000

The flow characteristics around the stern region of two VLCCs with the same forebody and slightly different afterbody are investigated along with propulsive performance of the ship. The local mean flow measurements and the resistance and self-propulsion tests are carried out in the towing tank for the two VLCC hull forms. The measured results clearly show the formation of bilge vortices and their effect on propulsive efficiency. The comparisons are made for the two VLCC hull forms and the relation between stern framelines and bilge vortex strength is explored. Experimental data can provide a good test case to validate the accuracy of numerical methods and turbulence model of CFD codes for ship flow calculation.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.29 no.1
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• pp.41-46
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• 2005

In this paper, the flow phenomena and free surface wave pattern around the hull with a transom stern advancing on the free surface in steady state had been studied and the numerical analysis program had been developed using Rankine source panel method based on potential flow analysis in which the non-linearities of the free surface boundary conditions had been fully satisfied. To verify the validity of the developed program the numerical calculations for Athena hull and KCS(KRISO container ship) hull had been performed and the results of the numerical computation had been compared with the ones of the model test experiment.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.5
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• pp.601-608
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• 2019

In this study, the effect of hull appendages on the high-speed catamarans with reverse bow shapes is compared and analyzed by numerical analysis and circulating water tank model test. The reverse bow shape showed an improved wave shape by shifting the generation position of forward divergent wave to the stern direction and was effective in resistance and stable running posture (Kim et al., 2019). In the model test results of the running performance as the wave patterns and the change of the running posture due to the fin fitted with the inner side of the inverted bow and the interceptor, 1) Trim characteristics of the inverted bow 2) Improvement of superposition of inner wave by Fin 3) The trim control by the fin and the interceptor is considered to be effective in reducing the impact of the two hull connection decks (wetdeck).

• Journal of the Society of Naval Architects of Korea
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• v.36 no.4
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• pp.64-76
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• 1999

In this paper hydroelastic experimental techniques of very large floating offshore structures are suggested based on the model test carried out in the UOU Ocean Engineering Wide Tank. The prototype is a box-shaped floating structure with length of 300m, breadth of 60m, depth of 2m and draft of 0.5m and longitudinal bending rigidity as $4.87{\times}10^{10}kgm^2$. The scale ratio is 1/42.857. The model is realized by aluminum square pipes with the section dimension of $20mm{\times}20mm$. The numbers of longitudinal and transverse pipes are 7 and 35 respectively. Heave motions at selected points are measured with potentiometers and bending moments with strain gages.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.4
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• pp.443-450
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• 2014

In this study, we have discussed about the effect of hydrofoil arrangement and longitudinal moment characteristic on longitudinal motion stability of fully-submerged hydrofoil by the experiment of tandem hydrofoil model. First of all, tandem hydrofoil model that has canard wing arrangement has been made and characteristics of lift force and drag force by performing the lift force and drag force measuring experiment has also been estimated. Besides, tandem hydrofoil model's wing arrangement which has the initial stability and self stability of longitudinal motion has also been determined. In longitudinal stability experiment of tandem hydrofoil model, the motion characteristic of pitch and heave and the longitudinal stability of foil borne condition by variation of self stability of longitudinal moment and longitudinal distance are estimated. The result from the experiment and it's important conclusion can be described as below; Increase the self stability for longitudinal moment, the higher self stability for pitch motions in a constant pitch angles. By increasing the self stability for longitudinal moment, the range of fluctuation of pitch motion and heave motion for pitch angle also will change relatively small and longitudinal stability is excellent. Lastly, when the lift force of hydrofoil is remain constants, we can conclude that securing the enough self stability for longitudinal moment is essential for stable foil borne condition of tandem hydrofoil.