• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.59 no.2
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• pp.135-144
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• 2023

In order to provide basic data to increase the efficiency and stability of seamanship at anchoring, the characteristics of the hull motion including dragging anchor due to external forces were observed at Mokpo and Jinhae anchorage for the avoidance of the typhoon. As a result, it is necessary to check the embedding motion and holding power of the anchor according to at initial position to decrease dragging anchor. Dragging anchor at anchorage seems to have been easily caused according to discrepancy between embedded anchor flukes and the towing direction due to the change in wind direction, rather than the wind speed. This discrepancy, thus, should be considered when anchoring. This test vessel with a small radius of curvature of the stem is relatively vulnerable to the influence of wind direction and wind speed, so it is easy to cause a decrease in the holding power due to an increase in the rate of turn. When the current speed is greater than or equal to 1 knot, the range of the rate of turn is reduced resulting in a relatively increased holding power. In addition, during the swing, the tension of the chain was high according to the angular velocity change of heading at three-quarters of the swing length rather than the left and right ends.

• Journal of the Society of Naval Architects of Korea
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• v.38 no.1
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• pp.9-26
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• 2001

In this paper. the development of a pusher-barge hull form which enables the continuous transportation along the coast and canal is performed. For the design stage of the hull forms. these are developed for Kyungin canal which is will be drawn up as the next contribution project of the Korean government are adopted. The model tests for the designed ship are carried out in the Inha University Towing Tank and the numerical simulations are done with a finite difference method based on MAC scheme. At first, the experiments are performed with designed model ships from low speed to high speed including service speed(6knots) among the corresponding designed speed. Resistance characteristics of designed ships are compared with experimental results of other several pusher-barge hull shapes. Next, the numerical simulations are performed for three cases, that is pusher only, barge only and pusher-barge condition in the designed speed. Each calculations are carried out in deep and restricted water condition. The flow characteristics around hulls in the latter condition are compared with those in the former condition.

• Bulletin of the Society of Naval Architects of Korea
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• v.1 no.1
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• pp.9-16
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• 1964

As a pre-study for researches on powering characteristics of straight-framed V-bottom hull forms for usual commercial vessels, practicability of such a hull is investigated from viewpoints of over-all ship economy. For this purpose, a trawler hull of straight-elements with double chines, SV(T)-1, similar to Prof. Nevitt's W-8 in size and hull form coefficients was designed and tested at the SNU Ship Model Towing Tank for resistance measurements. The result is given in Fig.3 together with those of W-8 and other equivalent hulls of double curvature, such as FAO 135a-173, Doust and Takgi. The curves of the latters are reproduction of Prof. Nevitt's analysis, and given for comparison purpose. With in speed range of $9.0{\sim}10.5$ konts the resistance coefficients of SV(T)-1 are $18{\sim}25%$ higher than those of W-8, and $5{\sim}20%$ and $12{\sim}14%$ higher than those of FAO 135a-173 and Doust respectively. SV(T)-1, however, is slightly superior in resistance characteristics than Takagi's equivalent hull within the speed range. On the other hand, an equation for reduction rates of hull construction cost required to compensate for propulsion power increase in straight-elements hulls was derived from the definition of the economic efficiency of commercial vessels. The solution of the equation is given in Fig.4 graphically, from which it is known that $10{\sim}20%$ increase in propulsion power can be compensated by $8{\sim}16%$ reduction in hull construction cost. Considering simplicity and less equipments required in construction of straight -elements hulls, the author does argue for attainability of the above reduction rates in hull construction cost. Consequently, it is concluded that there is clear feasibility to adopt straight-elements hulls for usual commercial vessels of medium and small-size. And a further research will be done to obtain reliable data for chine shapes having good flowliness with the flow around ships depending on ship's size and speed.

• Journal of the Society of Naval Architects of Korea
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• v.60 no.1
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• pp.1-9
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• 2023

In order to improve the propeller cavitation performance composed of Cavitation Inception Speed (CIS), cavitation extent and pressure fluctuation, it needs to improve the wake distribution that flows into the propeller. The warship propeller cavitation is strongly influenced by the wake created at the V-strut of various appendages. The inflow characteristics of the V-strut were investigated using Computational Fluid Dynamics (CFD) and the twisted angles of the V-strut were aligned with upstream flow. The resistance and self-propulsion tests for the model ship with the existing and modified V-struts were conducted in Towing Tank (TT), and wake distribution, CIS, cavitation observation and pressure fluctuation tests were conducted in Large Cavitation Tunnel (LCT). The propeller behind the modified V-strut showed better cavitation characteristics than that behind the existing V-strut. Another model test was conducted to investigate rudder cavitation performance by the change of the V-strut. The rudder cavitation characteristics were not improved by the change of the operating conditions. On the basis of the present study, it is thought that the stern appendages for better propeller cavitation performance would be developed.

• Bulletin of the Society of Naval Architects of Korea
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• v.25 no.4
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• pp.7-12
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• 1988

The Resistance Committee of Korea Towing Tank Conference extended the Cooperative Experimental Study Program(1985)[1] to perform the geosim tests by exchanging the five different scaled Series 60, $C_B=0.60$ models between the participating organizations and 13 sets of resistance data have been obtained. The test results are compared among the participating towing tanks and also with the results given in the report of the Resistance and Flow Com-identify the mittee of 18th ITTC. The form factor of each model is derived by Prohaska's method to investigate its dependency on $R_n$. On the other hand, at each $F_n$, form factors are also derived by Telfer's method to relation between $F_n$ and form factor. For this hull form, form factors show relatively weak dependency on $R_n$ and strong dependency on $F_n$. And it is also found that dependencies on both have a cross relation. It seems that further study should be continued to understand more clearly the physical phenomena involved in this problem.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.14 no.2
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• pp.63-68
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• 1978

A boat seine has been used as a major fishing gear for catching anchovy (Engraulis japonica) in the southern coastal waters of Korea since the 1920s. Since the 1950s some improvement from the original seine has been made; powered boats equipped with net hauler has been used instead of rowing boats with hand-driven capstan, and the seining method has been changed into the trawling method. But even now, there are many problems to be solved in the view point of decreasing man power without decreasing catching efficiency. For the purpose, patti-net has been introduced from Japan and experimented on the commercial base since 1972, and it was known that the patti-net could be operated with man power as half as needed in the coventional net, but catching efficiency was not so desirable. Therefore, the study on the characteristics of it were required. The authors carried out a model experiment with a Qne-twentieth scale model net towed by a powered boat on the sea. The obtained results run as follows: 1. Hydrodynamic resistance of the model net can be explained as $R_p=69.6 V_{I.66}$ $R_h=37 v^2$ where $R_p$ and $R_b$ denote the resistance of the whole gear and the cod end in kg respectively, and v the towing speed in mlsec. 2. Performance of wing and cod end showed no deformation such as observed at the conventional net. 3. The ratio of opening at the entrance of bag net to that of cod end showed about 2: 1. Therefore, when we intend to enlarge the net to be able to operate in the deep fishing ground, the cod end should be enlarged in the same proportion and increased towing power is needed .. Then, it will be better to increase the ratio for increasing fishing efficiency without increasing towing power.

• International Journal of Naval Architecture and Ocean Engineering
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• v.2 no.1
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• pp.24-33
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• 2010

Design of a Pump Jet Propulsor (PJP) was undertaken for an underwater body with axisymmetric configuration using axial/low compressor design techniques supported by Computational Fluid Dynamics (CFD) analysis for performance prediction. Experimental evaluation of the PJP was earned out through experiments in a Wind Tunnel Facility (WTF) using momentum defect principle for propulsive performance prior to proceeding with extensive experimental evaluation in towing tank and cavitation tunnel. Experiments were particularly conducted with respect to Self Propulsion Point (SPP), residual torque and thrust characteristics over a range of vehicle advance ratio in order to ascertain whether sufficient thrust is developed at the design condition with least possible imbalance torque left out due to residual swirl in the slip stream. Pumpjet and body models were developed for the propulsion tests using Aluminum alloy forged material. Tests were conducted from 0 m/s to 30 m/s at four rotational speeds of the PJP. SPP was determined confirming the thrust development capability of PJP. Estimation of residual torque was carried out at SPP corresponding to speeds of 15, 20 and 25 m/s to examine the effectiveness of the stator. Estimation of thrust and residual torque was also carried out at wind speeds 0 and 6 m/s for PJP RPMs corresponding to self propulsion tests to study the propulsion characteristics during the launch of the vehicle m water where advance ratios are close to Zero. These results are essential to assess the thrust performance at very low advance ratios to accelerate the body and to control the body during initial stages. This technique has turned out to be very useful and economical method for quick assessment of overall performance of the propulsor and generation of exhaustive fluid dynamic data to validate CFD techniques employed.

• 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.

• Journal of Navigation and Port Research
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• v.34 no.8
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• pp.623-628
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• 2010

High speed marine vehicle, such as semi-planing, planing craft have been developed recently. These ships paid attention to the resistance characteristics, especially in high speed region. Model test method is divided to two equipment greatly, first 'Towing tank', second 'C.W.C.'. It is difficult to estimate a resistance characteristics for high speed boat. because these are made for low speed ship. This paper suggests a new model test method and system. This is real sea model test and it's comprised of eight part. Firstly, This method is tested at C.W.C that is possible to using in real sea model tes using low speed boat modelt. And then, Real sea model test and CFD calculation are performed and compared with tow way used high speed boat model. It can be a good way to estimate a performance for high speed boat.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2001.05a
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• pp.478-483
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• 2001

We experimentally attempted to understand the vibration characteristics of a flexible pipe excited by vortex shedding. This has been extensively studied in the past decades (For example, see ［2-9］). However, there are still areas that need more study. One of them is to study the relation between spatial characteristics of a flow induced vibrating pipe, such as its length, the distribution of wave number, and frequency responses. A non-linear mechanism between the responses of in-line and cross-flow directions is also an area of interests, if the pipe is relatively long so that structural modal density is reasonably high. In order to investigate such areas, two kinds of instrumented pipe were designed. The instrumented pipes, of which the lengths are equally 6m, are wound with rubber and silicon tape in different ways, having different vortex shedding conditions. One has uniform cross-section of diameter of 26. 7mm, and the other has equally spaced by 4 sub-sections, which are composed of different diameters of 75.9, 61.1, 45.6 and 26.7mm. Both pipes are towed in a water tank (200m ${\times}$ 16m ${\times}$ 7m) so that they experienced different vortex shedding excitations. The towing pipe experiments exhibit several valuable features. One of them is that the natural frequencies and their corresponding strain mode shapes dominate the strain response of the uniform pipe. However, for those of non-uniform pipe, the responses are more likely local and many modes participate in it.