• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2002.03a
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• pp.145-153
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• 2002

A coastwise chemical tanker sailing at full speed has capsized in calm water and whole turing. In the precious paper, we investigated reasons of the accident by demonstrating the proper correction for the free surface effect of the liquid cargo and the bow-sinkage effect. In this paper, we also carry out model experiments of a transverse pressure under the seawater and an outward heel moment according to the heel angle and rudder angle, on the basis of radius of turning circle, ship's speed and drift angle of model ship occurring in turning. It is also shown that the flooding of seawater onto the deck occurring in turning generated a significant outward heel moment and the vertical distance between the center of gravity of the ship and the renter of lateral water drag.

• Journal of Ocean Engineering and Technology
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• v.36 no.2
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• pp.91-100
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• 2022

In general, the effect of roll motion is not considered in the study on maneuverability in calm water. However, for high-speed twin-screw ships such as the DTMB 5415, the coupling effects of roll and other motions should be considered. Therefore, in this study, the estimation of maneuverability using a 4-degree-of-freedom (DOF; surge, sway, roll, yaw) maneuvering mathematical group (MMG) model was conducted for the DTMB 5415, to improve the estimation accuracy of its maneuverability. Furthermore, a study on the change in turning performance according to the fin angle was conducted. To accurately calculate the lift and drag forces generated by the fins, it is necessary to consider the three-dimensional shape of the wing, submerged depth, and effect of interference with the hull. First, a maneuvering simulation model was developed based on the 4-DOF MMG mathematical model, and the lift force and moment generated by the side fins were considered as external force terms. By employing the CFD model, the lift and drag forces generated from the side fins during ship operation were calculated, and the results were adopted as the external force terms of the 4-DOF MMG mathematical model. A 35° turning simulation was conducted by altering the ship's speed and the angle of the side fins. Accordingly, it was confirmed that the MMG simulation model constructed with the lift force of the fins calculated through CFD can sufficiently estimate maneuverability. It was confirmed that the heel angle changes according to the fin angle during steady turning, and the turning performance changes accordingly. In addition, it was verified that the turning performance could be improved by increasing the heel angle in the outward turning direction using the side fin, and that the sway speed of the ship during turning can affect the turning performance. Hence, it is considered necessary to study the effect of the sway speed on the turning performance of a ship during turning.

• Journal of Navigation and Port Research
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• v.27 no.5
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• pp.465-471
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• 2003

A coastwise chemical tanker sailing at full speed has capsized during turning in calm water. In the previous paper, we investigated the reasons of the accident by demonstrating the proper correction for the free surface effect of the liquid cargo and the bow-sinkage effect. In this paper, we also carry out model experiments of a transverse pressure under the seawater and an outward heel moment according to the heel angle and rudder angle, on the basis of radius of turning circle, ship's speed and drift angle of model ship occurring in turning. It is also shown that the flooding of seawater onto the deck occurring in turning generated a significant outward heel moment and increased the vertical distance between the center of gravity of the ship and the center of lateral water drag.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.11a
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• pp.269-269
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• 2019

The ships are turning for the purpose of collision avoidence and change of course. It is possible that ships have capsizing accident when improper loading of cargo and excessive use rudder angle in turning. It is difficult for navigation officers to recognize the danger of heeling during a turn, because the dynamic state of the ship changes in real time. Thus, in this study, ship's heeling angle was predicted during turning using the maneuverability indices estimated from the ship's autopilot. The maneuverability indices estimated through the Kalman filter of Autopilot is real-time predictable. The turning radius was obtained from the estimated Index of turining ability and calculations of the heeling angle were possible in turning. It is intended to be used as a basic data on the prevention of danger heeling angle during turning.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.3
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• pp.409-420
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• 2021

The decrease in under keel clearance (UKC) due to the increase of draft that occurs during advancing and turning of very large vessels of different types was analyzed based on computational fluid dynamics (CFD). The trim change in the Duisburg test case (DTC) container ship was much smaller than that of the KRISO very large crude oil carrier 2 (KVLCC2). The sinkage of both ships increased gradually as the water depth became shallower. The amount of sinkage change in DTC was greater than that in KVLCC2. The maximum heel angle was much larger for DTC than for KVLCC2. Both ships showed outward heel angles up to medium-deep water. However, when the water depth became shallow, an inward heel was generated by the shallow water effect. The inward heel increased rapidly in very shallow water. For DTC, the reduction ratio was very large at very shallow water. DTC appeared to be larger than KVLCC2 in terms of the decreased UKC because of shallow water in advancing and turning. In this study, a new result was derived showing that a ship turning in a steady state due to the influence of shallow water can incline inward, which is the turning direction.

• Journal of the Society of Naval Architects of Korea
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• v.58 no.6
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• pp.407-414
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• 2021

The manoeuvrability of a ship with an unwanted heel angle due to a maritime accident is changed from the original characteristics. The purpose of this study is to quantitatively investigate the change in the manoeuvring performance of a twin-screw ship under various hee angles and speed conditions. A series of free running model test campaigns were performed in the Ocean Engineering Basin of Korea Research Institute of Ships & Ocean Engineering (KRISO) for a twin-screw car ferry vessel. Turning circle test and zig-zag 10/10 and 20/20 tests were carried out on the heel angles of 0, -10, and -19.5 degrees. In addition, two-speed conditions were considered to understand the effect of ship speed. In order to examine the effect of the bilge keel, a heel angle of -22 degree where the bilge keel is exposed outside the water surface, was considered. Finally, the change of manoeuvring characteristics according to the heel angle for a twin-screw and a single-screw vessel is discussed.

• Journal of the Korean Society of Marine Environment & Safety
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• v.30 no.4
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• pp.324-331
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• 2024

The height of large car and truck carriers from the keel to the wheel house is 44 ~ 46 m, and as the car-carriers increases in size, it exhibits the 'top heavy' characteristic, where the upper section is heavier than the lower section. This study aims to estimate the maximum outward heel angle of the Golden Ray car-carrier (G-ship) during turning maneuvers for accident investigation and the prevention of similar accidents. The theoretically calculated maximum outward heel is 7.5° (at 19 kn, rudder angle 35°) with a GM of +3.0 m or higher, and 16.7° with a GM of +1.85 m. Meanwhile the experimentally modified maximum outward heel is 10.5° (at 19 kn, rudder angle 35°) with a GM of +3.0 m or higher, and 23.3° with a GM of +1.85 m. The G-ship is maneuvered during an accident at a speed of 13 kn, at starboard rudder angle of 10° to 20°, it changes course from 038°(T) to 105°(T) based on the instructions of the on-board pilot. At this time, the maximum outward heel is estimated to be between 7.8° and 10.9° at the port side, which is 2.2 times higher than the normal outward heel. In the IS code, cargo ships are required to exhibit a minimum GoM of +0.15 m or more. The maneuvered G-ship exhibits a GoM of +1.72 m. It is not maneuvered because it fails to satisfy the international GoM criteria and because its GoM is insufficient to counteract the heeling moment during the maneuver. This study is performed based on accident-investigation results from the Korea Maritime Safety Tribunal and the USCG.

• International Journal of Naval Architecture and Ocean Engineering
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• v.8 no.2
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• pp.209-217
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• 2016

Unlike conventional airplane, a WIG craft experiences righting moment and adverse yaw moment in banked turning in ground effect. Numerical simulations are carried out to study the aerodynamics of banked wing in ground effect. Configurations of rectangular wing and delta wing are considered, and performance of endplates and ailerons during banking are also studied. The study shows that righting moment increase nonlinearly with heeling angle, and endplates enhance the righting. The asymmetric aerodynamic distribution along span of wing with heeling angle introduces adverse yaw moment. Heeling in ground effect with small ground clearance increases the vertical aerodynamic force and makes WIG craft climb. Deflections of ailerons introduce lift decrease and a light pitching motion. Delta wing shows advantage in banked turning for smaller righting moment and adverse yaw moment during banking.

• Journal of the Society of Naval Architects of Korea
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• v.58 no.4
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• pp.253-261
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• 2021

This paper describes the process of evaluating maneuverability in still water of an unmanned surface vehicle based on data measured by performing sea trials. First, we set up a test scenario that is easy to analyze the maneuverability of the unmanned surface vehicle and to identify and verify the dynamics model. Since the attitude of hull varies according to the speed of the unmanned surface vehicle which has a planing hull shape, the relationship between waterjet RPM, speed and attitude is analyzed by performing straight forward tests at various speeds. The turning tests of the unmanned surface vehicle in which the waterjet angle rotates while turning are performed by changing the waterjet rotation angle under the condition of two representative speeds to analyze turning ability. The turning ability of the unmanned surface vehicle includes speed reduction, yaw rate, heel, and turing diameter at steady turning phase according to the speed and RPM.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.5
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• pp.497-503
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• 2018

Passenger ships and training ships have a common feature in that they serve many passengers. Thus, safe navigation is very important. During normal sailing, a ship may turn using various types of steering, including maneuvers to avoid collisions with dangerous target. When a ship turns, a heeling angle occurs. If trouble arises during sailing, a dangerous heeling angle may result or a capsizing accident. In this study, the heeling angle during turning was measured through experimentation with two training ships similar to passenger ships. These findings were compared with theoretical formulas for heeling angle when turning. We confirmed that the limit of the maximum heeling angle estimation using heeling angle formula when turning presented in IMO stability criteria. In addition, it was confirmed that the maximum estimated heeling angle can be reached by applying the result calculated in the theoretical formula 1.4 times when turning right and 1.1 times when turning left to reflect sailing speed when of rudder hard over. It is expected that this study will provide basis data for establishing safe operation standards for the prevention of dangerous heeling angles when turning.