• Journal of Korean Society of Coastal and Ocean Engineers
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• v.31 no.6
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• pp.468-477
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• 2019

The numerical model of Boussinesq approximation, which is mainly used for evaluating the port calmness due to the irregular waves, has a limit of applicability of lattice size in ports such as marinas with narrow port openings of around 30m. The SWASH model controls the partial reflection according to the depth, porosity coefficient and structure size when applying the reflected wave incident on the structure and terrain. In this study, the partial reflection evaluation at the front of the structure according to the bottom shape and the shape of the structure are examined. In order to evaluate the reproducibility of the model due to the diffraction waves entering the term, the area of incidence at right angles and inclination of the structure is constructed and compared with the diffraction theory suggested by Goda et al. (1978). The experimental results of the sectional structure reflectances calculated as the depth mean show reflectances similar to the approximate values of the reflectances presented by Stelling and Ahrens (1981). It is considered that the reflected wave is well reproduced according to the control of the reflected wave at the boundary and the shape and topography of the structure. Compared with previous studies to examine the diffraction of the wave incident from the breakwater opening, the wave incidence angle and the shape of the diffraction wave are very similar to the theoretical values, but both oblique and rectangular incidence In the case where the direction concentration is small, the diffraction degree is underestimated in some sections with the crest ratio of 0.5 to 0.6.

• Journal of Korea Water Resources Association
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• v.43 no.11
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• pp.985-994
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• 2010

Typoon Maemi landed on the southern coast of Korean Peninsula at 21:00, September 12, 2003 with a central pressure of 950 hPa. A three dimensional (3D) inundation model was established to calculate the storm surge and flooded area due to Typoon Maemi. A field survey of storm surge traces in Masan City was carried out to evaluate the inundation water depth. Hydromet-Rankin Vortex model was used to calculate the atmospheric pressure and the surface wind fields. The inundation area, storm surge and typoon-induced current were calculated using the 3D model. The peak of computed storm surge in Masan Port using the 3D model was 238 cm, and the observed peak was 230 cm. The simulated storm surge and the inundation area showed good agreement with field survey data. The comparison of the 3D and the two dimensional (2D) models of storm surge was carried out, and the 3D model was more accurate. The computed typoon-induced currents in the surface layer of Masan Bay went into the inner bay with 30~60 cm/s, while the currents in the bottom layer flowed out with 20~40 cm/s.

• Bulletin of the Society of Naval Architects of Korea
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• v.26 no.1
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• pp.46-62
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• 1989

This paper presents the results of full-scale structural measurements of 4,800 unit pure car carriers "HYUNDAI NO.103" and "HYUNDAI NO.105" on one voyage respectively for each ship, especially in order to investigate the local strength of partial bulkhead above free-board deck. With the measured data, the short-term frequency analyses have been performed. The results show that the wave-induced stresses follow, on the whole, well the Rayleigh distribution. In addition, it has been found from the measured data that transverse local stresses at bulkhead section have a very close relation with the acceleration in athwartship direction. Finally, the long-term analysis has been attempted by using the following two statistical distributions mainly in order to estimate the maximum stress amplitude at the corners of partial bulkhead. 1) Exponential distribution of cycles of stress amplitude 2) Double exponential distribution of extreme values of stress amplitude for each short-term analysis The results of these two cases show a good agreement with each other. For example, the estimated maximum stress amplitude for 10 years at port-side corner of Fr. 132 partial bulkhead is $2125kg/cm^2$ for the first case and $2170kg/cm^2$ for the second case just based on the measured data.

• Maritime Security
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• v.1 no.1
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• pp.311-343
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• 2020

Because of the global warming, the Arctic Ocean is expected to be ice-free by the year 2035. When the Arctic Ocean will be opened, a number of national interests will become more salient as experiencing a shortened sailing distance and decreasing navigation expense, possibility of natural resources transport by sea from Arctic Circle, and indirect-profit making by building a herb port in Asia. To secure the national interests and support the free activities of people in this region, R.O.K government is trying to make advanced policies. In order to carry out the naval tasks in the Arctic Ocean, using the operational characteristics(mobility, flexibility, sustainability, presence of capabilities, projection) is necessary. To this end, ROK Navy should analyze the operational environment (O.E.) by its capability(weakness and strength), opportunity, and threat. R.O.K. Navy should make an effort over the following issues to implement the tasks in the Arctic Ocean: first, Navy needs to map out her own plan (Roadmap) under the direction of government policies and makes crews participate in the education·training programs in home and abroad for future polar experts. Third, to develop the forces and materials for the tasks in cold, far operations area, Navy should use domestic well-experienced shipbuilding skills and techniques of the fourth industrial revolution. Next, improving the combined operations capabilities and military trust with other countries in the Arctic region to cover the large area with lack of forces' number and to resolve the ports of call issues. Lastly, preparation in advance to execute a variety of missions against military and non-traditional threats such as epidemics, HA/DR, SOLAS, in the future operation area is required.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.7
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• pp.950-957
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• 2023

For safe mooring and towing between the ship and port, the equipment must be designed in accordance with the relevant international regulations. However, some small shipyards and engineering companies often do not fully comprehend the core contents. Therefore, the international regulations regarding towing and mooring equipment are reviewed and the bollard and chock are newly developed based on the Mooring Equipment Guideline 4 (MEG4) standards. A bollard is a mooring equipment used to fix a mooring rope to the hull. It has two columns and is mostly used in a figure eight pattern knots under the mooring condition. The chock, which is used to change the mooring rope direction coming into the ship from outside, is manufactured using a casting with curvature. The two mooring equipment are widely used in the stern, bow, and mid-side. Owing to the increase in the size of container vessels and LNG ships, the mooring rope load has increased and the safe working load of the mooring equipment must be revised. This study summarizes and examines the results of the allowable stress method obtained using finite element analysis modelling. To consider the mesh size effect, a reasonable criteria was suggested by referring the existing class guidance. Additionally, the safe working load was verified through nonlinear collapse analysis, and the elastic region against load increments was confirmed. Furthermore, the proposed evaluation method can be used to develop similar equipment in the near future.

• Journal of Navigation and Port Research
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• v.38 no.4
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• pp.385-390
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• 2014

Simulator is composed of several devices that have a variety of forms and functions. These devices are connected to each other by a network intricately. For this reason, simulator development and maintenance process require a lot of time and money. In order to successfully develop the simulator, it is ideal that related professionals share the work and work together in parallel. However, development is carried out inefficiently, because task interdependence makes it difficult to work in parallel. In this paper, the developments of the simulator were classified into algorithm development and system development, and it was discussed how to lower the interdependence of these two tasks and support professionals. In particular, based on the requirements analysis of the domain experts responsible for the development of the algorithm, we designed the support tool for simulator development and proposed development process using this tool. We also introduced the concept of a DataSet in order to support algorithm development of domain experts and manage data flexibly. And we designed network architecture to enable flexible reconfiguration of simulator equipment. By using the tools to support the simulator development, domain experts are able to concentrate on algorithm development and it is expected to be effective collaboration. In addition, the development plan and management are expected to be easy because the development process is systematic and clearer.

• Journal of Navigation and Port Research
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• v.37 no.3
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• pp.257-262
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• 2013

A ship operating in rough sea may suffer from an undesirable motion which may severely degrade the performance of equipment onboard and give a person an uncomfortable feeling. Hence, roll stabilization received a considerable attention and various devices including bilge keels, stabilizing fins, gyroscopic, anti-rolling tanks, rudders and flaps have been conceived and utilized for the purpose. The Coanda effect is evident when a jet stream is applied tangential to a curved surface of a hydrofoil since then the jet increases the circulation around the foil and consequently the lift. Model tests and numerical simulation have been conducted to examine the practicality of a fixed type fin stabilizer augmented by the Coanda jet. The results show that the lift coefficient of the modified Coanda fin at the zero angle of attack identically coincides with that of the original fin at ${\alpha}=\26^{\circ}$ when Coanda jet is supplied at the rate of $C_j$ = 0.25. It is also shown that fixed type fin stabilizers for active control of the motions of ships and the other mobile units without rotation can be put to practical use if the Coanda effect is applied.

• Journal of Navigation and Port Research
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• v.30 no.3 s.109
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• pp.173-179
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• 2006

A number of perforated plates are utilized for the passage of the crew and the equipment, reducing weight and the arrangement of piping. Hull girders in double bottom and floor plates are the typical parts which have those plates in a ship structure, and the perforated plate is usually positioned at the place which has less loading without local strength problems. In the case of utilizing the plate inevitably at the place which has large strength, an opening of the plate has large effect on the buckling strength due to in-plane rigidity and ultimate strength. Therefore the assessments of the elastic buckling strength and the ultimate strength for the perforated plate are the essential requirements for determining the dimensions of the parts at the initial design stage. With above reason, a need of the reasonable assessments for the elastic buckling strength and the ultimate strength has evolved. The numerical series analysis with the consideration of the effect due to various aspect ratios and slenderness ratios were performed using finite element method in this research. Simple formulas for the design are also proposed from the above analysis.

• Journal of Navigation and Port Research
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• v.36 no.1
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• pp.21-26
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• 2012

Recently, vessel hijacking by pirates has been a big issue around the world. For example, the hostages of VLCC "SAMHO Dream" were released for a large sum of ransom. On January 20, 2011 "SAMHO Jewelry" succeeded releasing all of the 21 crews on the vessel by attacking the pirates in international waters for the first time since the founding of the Naval Force. Furthermore, the "HANJIN Tianjin" crews evacuated to the Citadel promptly and were rescued by the navy. As hijacking of Korean vessels by pirates is increasing, various safety measures must be implemented. As a matter of fact, the standard for ship's facilities has been partially revised and setting up an evacuation shelter on all vessels sailing dangerous zone has been reinforced. This research aims to discuss crew Citadel installation on vessels intended for long haul. In addition, it will look at measures against potential gas flow in the event of pirate armed attacks and fire outbreak onboard a vessel. It will also assess the optimal number of crew Citadels theoretically. Lastly, the optimal number of shelters in the event of fire outbreak will be discussed based on an FDS simulation.

• Journal of Navigation and Port Research
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• v.35 no.10
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• pp.823-827
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• 2011

The present Common Structural Rules for double hull oil tanker is not included the residual strength, which is one of the functional requirements in design part of Goal-based new ship construction standards (GBS). The GBS will be enforced after July 1, 2016. The requirement related residual strength has the goal to build safe ship even if she has the specified damages due to marine accidents including collision and grounding. In order to assess the residual strength based on risk for structural damages according to GBS, tons of nonlinear FE analysis work taking into account various types of damage will be needed. The Smith's method, a kind of simplified method for the strength analysis is very useful for this purpose. In this paper, the residual strength assessments based on ultimate strength using Smith's method were carried out. The objected ship is VLCC with stranding damage in bottom structures. Also, the results were compared with that of nonlinear FE analysis using three cargo hold model.