• Journal of the Society of Naval Architects of Korea
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• v.52 no.3
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• pp.255-264
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• 2015

Wind load and flow field of a drillship with respect to various super structures were experimentally investigated in KARI 1m-wide wind tunnel with an atmospheric boundary layer simulation. Six-component external balance and Particle image velocimetry technique were used to measure wind load and velocity vectors in the flow-field around the model respectively. The experimental model was an imaginary shaped drillship with an approximated model which has 1/640 scale compared with recent typical drillships. The test Reynolds number based on the overall length was about 1.5×10⁶. It was found that dominant factors influencing on ship wind load are cabin shape and cabin height. Round cabin has smaller axial wind load and narrow boundary layer around the ship than rectangular one, but its yawing moment at certain angles becomes higher. Low cabin height also show positive effects on axial wind load too. Hull shape and forecastle shape show relatively small influences on wind loads except for slight changes around ±45° wind directions.

• Wind and Structures
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• v.35 no.4
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• pp.229-242
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• 2022

Wind tunnel test is often adopted to assess the site-specific wind characteristics for the design of bridges as suggested by current design standards. To investigate the wind characteristics of flat and mountainous terrain, two topographic models are tested in a boundary layer wind tunnel. The wind characteristics, including the vertical and horizontal mean wind speed distributions, the turbulence intensity, and the wind power spectra, are presented. They are investigated intensively in present study with the discussions on the effect of wind direction and the effect of topography. It is indicated that for flat terrain, the wind direction has negligible effect on the wind characteristics, however, the assumption of a homogenous wind field for the mountainous terrain is not applicable. Further, the non-homogeneous wind field can be defined based on a proposed approach if the wind tunnel test or on-site measurement is performed. The calculated turbulence intensities and wind power spectra by using the measured wind speeds are also given. It is shown that for the mountainous terrain, engineers should take into account the variability of the wind characteristics for design considerations.

• Wind and Structures
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• v.6 no.2
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• pp.91-106
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• 2003

The paper presents the results of 1:50 geometrical scale laboratory modeling of wind-induced point pressure on the roof of the Texas Tech University (TTU) test building. The nominal (prevalent at the TTU site) wind and two bounding (low and high turbulence) flows were simulated in a boundary-layer wind tunnel at Colorado State University. The results showed significant increase in the pressure peak and standard deviation with an increase in the flow turbulence. It was concluded that the roof mid-plane pressure sensitivity to the turbulence intensity was the cause of the previously reported field-laboratory mismatch of the fluctuating pressure, for wind normal and $30^{\circ}$-off normal to the building ridge. In addition, it was concluded that the cornering wind mismatch in the roof corner/edge regions could not be solely attributed to the wind-azimuth-independent discrepancy between the turbulence intensity of the approach field and laboratory flows.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.35 no.1
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• pp.83-92
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• 1999

In this paper, the wind tunnel test was carried to investigate the behavior of buffer layer in turbulent boundary layer with variation of surface temperature and roughness. The results were as follows; 1. The velocity in turbulent boundary layer was increased when the roughness height within viscous sublayer thickness was increased. 2. When the surface temperature was increased, the density of air was decreased and the velocity in turbulent boundary layer was increased. Thus, the thickness of turbulent boundary layer was decreased. 3. When the roughness height and surface temperature was increased simultaneously, the thickness of turbulent boundary layer was decreased. 4. The decrement of the thickness of turbulent boundary layer was more effected by the increment of the roughness height rather than the increment of surface temperature. 5. In this study, it was found that the condition of the highest velocity n turbulent boundary layer was the temperature 333K and roughness #100.

• Proceedings of the KSME Conference
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• 2007.05a
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• pp.204-209
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• 2007

This study was carried out to analyze the effect of wind load on the structural stability of a container crane according to the increase of the lifting capacity using wind tunnel test and provided a container crane designer with data which can be used in a wind resistance design of a container crane assuming that a wind load at 75m/s wind velocity is applied on a container crane. Data acquisition conditions for this experiment were established in accordance with the similarity. The scale of a container crane dimension, wind velocity and time were chosen as 1/200, 1/13.3 and 1/15. And this experiment was implemented in an Eiffel type atmospheric boundary-layer wind tunnel with $11.52m^{2}$ cross-section area. Each directional drag and overturning moment coefficients were investigated.

• Wind and Structures
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• v.15 no.1
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• pp.43-64
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• 2012

Many potential small wind turbine locations are near obstacles such as buildings and shelterbelts, which can have a significant, detrimental effect on the local wind climate. A neural network-based model has been developed which predicts mean wind speed and turbulence intensity at points in an obstacle's region of influence, relative to unsheltered conditions. The neural network was trained using measurements collected in the wakes of 18 scale building models exposed to a simulated rural atmospheric boundary layer in a wind tunnel. The model obstacles covered a range of heights, widths, depths, and roof pitches typical of rural buildings. A field experiment was conducted using three unique full scale obstacles to validate model predictions and wind tunnel measurements. The accuracy of the neural network model varies with the quantity predicted and position in the obstacle wake. In general, predictions of mean velocity deficit in the far wake region are most accurate. The overall estimated mean uncertainties associated with model predictions of normalized mean wind speed and turbulence intensity are 4.9% and 12.8%, respectively.

• Wind and Structures
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• v.16 no.4
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• pp.393-409
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• 2013

This paper uses ten years of on-site monitoring data for the Confederation Bridge to derive wind loads and investigate whether the bridge has experienced its design wind force effects since its completion in 1997. The load effects derived using loads from the on-site monitoring data are compared to the load effects derived using loads from the 1994 and 2009 wind tunnel aerodynamic model tests. The research shows, for the first time, that the aerodynamic model-based methodology originally developed in 1994 is a very accurate method for deriving wind loads for structural design. The research also confirms that the bridge has not experienced its specified (i.e., unfactored) wind force effects since it was opened to traffic in 1997, even during the most severe event that has occurred during this period.

• Journal of the Society of Naval Architects of Korea
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• v.59 no.1
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• pp.9-17
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• 2022

In this paper, wind load on a semi-submersible rig was investigated using Computational Fluid Dynamics (CFD). A maritime atmospheric boundary layer model for wind profile was implemented such that the wind profile shapes were retained throughout the computational domain. Wind load on the semi-submersible rig was calculated under the maritime atmospheric boundary layer and matched well with the results from wind tunnel test within a ±20% error. Overturning moments with variation of draft were investigated by decomposing into drag and lift components. It was observed that the contribution from lift to the overturning moments increased as the draft got higher. The majority of the lift components originated from deckbox which served as a lifting body due to the accelerated streamlines between waterline and the bottom of the deckbox.

• Wind and Structures
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• v.18 no.4
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• pp.347-373
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• 2014

Since its development in the early 1980's the force balance technique has become a standard method in the efficient determination of structural loads and responses. Its usefulness lies in the simplicity of the physical model, the relatively short records required from the wind tunnel testing and its versatility in the use of the data for different sets of dynamic properties. Its major advantage has been the ability to provide results in a timely manner, assisting the structural engineer to fine-tune their building at an early stage of the structural development. The analysis of the wind tunnel data has evolved from the simple un-coupled system to sophisticated methods that include the correction for non-linear mode shapes, the handling of complex geometry and the handling of simultaneous measurements on multiple force balances for a building group. This paper will review some of the components in the force balance data analysis both in historical perspective and in its current advancement. The basic formulation of the force balance methodology in both frequency and time domains will be presented. This includes all coupling effects and allows the determination of the resultant quantities such as resultant accelerations, as well as various load effects that generally were not considered in earlier force balance analyses. Using a building model test carried out in the wind tunnel as an example case study, the effects of various simplifications and omissions are discussed.

• Wind and Structures
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• v.5 no.2_3_4
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• pp.177-192
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• 2002

Computation solutions for the flow around a cube, which were generated as part of the Computational Wind Engineering 2000 Conference Competition, are compared with full-scale measurements. The three solutions shown all use the RANS approach to predict mean flow fields. The major differences appear to be related to the use of the standard $k-{\varepsilon}$, the MMK $k-{\varepsilon}$ and the RNG $k-{\varepsilon}$ turbulence models. The inlet conditions chosen by the three modellers illustrate one of the dilemmas faced in computational wind engineering. While all modeller matched the inlet velocity profile to the full-scale profile, only one of the modellers chose to match the full-scale turbulence data. This approach led to a boundary layer that was not in equilibrium. The approach taken by the other modeller was to specify lower inlet turbulent kinetic energy level, which are more consistent with the turbulence models chosen and lead to a homogeneous boundary layer. For the $0^{\circ}$ case, wind normal to one face of the cube, it is shown that the RNG solution is closest to the full-scale data. This result appears to be associated with the RNG solution showing the correct flow separation and reattachment on the roof. The other solutions show either excessive separation (MMK) or no separation at all (K-E). For the $45^{\circ}$ case the three solutions are fairly similar. None of them correctly predicting the high suctions along the windward edges of the roof. In general the velocity components are more accurately predicted than the pressures. However in all cases the turbulence levels are poorly matched, with all of the solutions failing to match the high turbulence levels measured around the edges of separated flows. Although all of the computational solutions have deficiencies, the variability of results is shown to be similar to that which has been obtained with a similar comparative wind tunnel study. This suggests that the computational solutions are only slightly less reliable than the wind tunnel.