• International Journal of Naval Architecture and Ocean Engineering
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• v.6 no.3
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• pp.507-528
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• 2014

In the ship and offshore structure design, age-related problems such as corrosion damage, local denting, and fatigue damage are important factors to be considered in building a reliable structure as they have a significant influence on the residual structural capacity. In shipping, corrosion addition methods are widely adopted in structural design to prevent structural capacity degradation. The present study focuses on the historical trend of corrosion addition rules for ship structural design and investigates their effects on the ultimate strength performance such as hull girder and stiffened panel of double hull oil tankers. Three types of rules based on corrosion addition models, namely historic corrosion rules (pre-CSR), Common Structural Rules (CSR), and harmonised Common Structural Rules (CSR-H) are considered and compared with two other corrosion models namely UGS model, suggested by the Union of Greek Shipowners (UGS), and Time-Dependent Corrosion Wastage Model (TDCWM). To identify the general trend in the effects of corrosion damage on the ultimate longitudinal strength performance, the corrosion addition rules are applied to four representative sizes of double hull oil tankers namely Panamax, Aframax, Suezmax, and VLCC. The results are helpful in understanding the trend of corrosion additions for tanker structures.

• Journal of the Society of Naval Architects of Korea
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• v.60 no.2
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• pp.65-75
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• 2023

Ships operated at sea for a long time are subjected to various kinds of loads, which may cause various types of damage. Such damages will eventually reduce the strength of hull structures. Therefore, it is necessary to estimate and evaluate the residual strength and remaining fatigue life of aging ships in order to secure structural safety, establish a reasonable maintenance plan, and make a judgment of life extension. For this purpose, the corrosion damage and local denting damage should be measured, fatigue damage estimation should be performed, and material properties of aged steel should be identified. For this study, in order to investigate the mechanical properties of aged steel, steel plates were obtained from a naval ship that reached the end of her life span. The specimens were manufactured from the obtained steel plates, and static and dynamic tensile tests, fatigue tests, and metallographic tests were performed. The mechanical properties obtained from the aged steel plates were compared with those of new steel plates to quantify the aging effect on the mechanical properties of marine steel materials.

• Structural Engineering and Mechanics
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• v.50 no.5
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• pp.589-603
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• 2014

Expressions for determining the value of the impact force as reported in the literature and incorporated into code provisions are essentially quasi-static forces for emulating deflection. Quasi-static forces are not to be confused with contact force which is generated in the vicinity of the point of contact between the impactor and target, and contact force is responsible for damage featuring perforation and denting. The distinction between the two types of forces in the context of impact actions is not widely understood and few guidelines have been developed for their estimation. The value of the contact force can be many times higher than that of the quasi-static force and lasts for a matter of a few milli-seconds whereas the deflection of the target can evolve over a much longer time span. The stiffer the impactor the shorter the period of time to deliver the impulsive action onto the target and consequently the higher the peak value of the contact force. This phenomenon is not taken into account by any contemporary codified method of modelling impact actions which are mostly based on the considerations of momentum and energy principles. Computer software such as LS-DYNA has the capability of predicting contact force but the dynamic stiffness parameters of the impactor material which is required for input into the program has not been documented for debris materials. The alternative, direct, approach for an accurate evaluation of the damage potential of an impact scenario is by physical experimentation. However, it can be difficult to extrapolate observations from laboratory testings to behaviour in real scenarios when the underlying principles have not been established. Contact force is also difficult to measure. Thus, the amount of useful information that can be retrieved from isolated impact experiments to guide design and to quantify risk is very limited. In this paper, practical methods for estimating the amount of contact force that can be generated by the impact of a fallen debris object are introduced along with the governing principles. An experimental-calibration procedure forming part of the assessment procedure has also been verified.

• Korean Journal of Agricultural Science
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• v.4 no.2
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• pp.215-228
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• 1977

In order to provide good germplasm for developing good corn hybrids, a total of 948 Korean indigenous corn lines were collected from various parts of country and major morphological characterstics of ears were investigated. The results obtained were as follows; 1) Ear Type; From the east-north mountaionus region where more than 80% of total corn production is practiced, cylinder (type I) or similar types to cylinder corn were collected, and from the southern plain region, where rather small scales of corn is grown, cone type (type IV) or similar types to cone were prevalent. 2) Kernel color; In the ear colors of all the indigenous corn lines collected from ten regions, ears with mono color were 54.4%, ears with two color mixed were 39.0% and ears with three or more color mixed were 6.6%. In northern mountainous region, region A and region I, ear color was mostly white or white plus other colors, while in other regions ear color was yellow or yellow plus other colors. 3) Denting; Dent type was only 4.3% of Korean indigenous corn lines collected, and others were flint type. Dent type was collected from northern regions, where foreign corn varieties were introduced and grown. 4) Ear row number; Ear row numbers of indigenous corn lines collected were 12 to 16. There was no significant differences among the ear row numbers in a ear ciassified by regions. However, it was observed that ear row number was closely related to kernel size. For instance, the ears with 24 ear-rows were the smallest in kernel size. 5) Quality of starch; 70.9% of the indigenous corn lines collected were kernels with hard starch. Corn with soft starch was 26.0% and medium type was 3.1%. In region A and region I, where lot of corn is grown, corn with hard starch was more frequently collected. 6) Pop corn and waxy corn; In all the indigenous corn lines collected, popcorn was distributed uniformly through the regions except region I, and waxy corn was found more in the northern mountainous region. 7) Ear length; The mean ear length of indigenous corn lines collected was 13cm. In region A and region I ear length was larger than that in other regions. 8) Ear diameter; The mean ear diameter of indigenous corn lines collected was 3.3cm. In region A and region I ear diameter was larger than that in other regions. 9) Kernel length, kernel width and kernel thickness; The mean kernel length, kernel width and kernel thickness of indigenous corn lines collected were 0.82cm, 0.42cm, and 0.78cm, respectively. The kernel size in the region A and region I was larger than that in other regions. 10) Ear weight; The mean ear weight of indigenous corn lines collected was 58.04gr. Ear weight was remarkably heavier in region A and region I. The heaviest ear weighed 330gr, and the lightest ear weighed 5 gr. 11) Kernel weight of a ear and 100 kernel weight; Kernel weight of a ear and 100 kernel of indigenous corn lines collected were 47.07gr and 15.07gr, respectively. Kernel weights and 100 kernel weights were much heavier in region A and region I than other regions.