• Journal of the Society of Naval Architects of Korea
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• v.50 no.5
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• pp.273-281
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• 2013

In this paper, the effects of bow deck shape on the green water are studied by numerical and experimental method. Varying the deck shapes to triangular, elliptic and circular, the thickness and advancing velocity of green water leading edge are compared using numerical method. Also the motion, the pressure on the vertical wall and the height on the deck of green water are compared among the three bow deck shapes in the heave and pitch motion free condition by experimental method. To remove the effects of the difference of motions among the deck shapes, numerical simulations are performed varying the deck shape with the same motion. In the same motion condition, smallest impulsive pressure occurred in the condition of elliptic deck shape.

• Journal of Ocean Engineering and Technology
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• v.26 no.4
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• pp.15-22
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• 2012

In this research, the relationship between the bow shape and green water phenomenon on the bow deck of an FPSO was studied using an experimental method. A 140,000 DWT FPSO was used as the objective hull form in the present research. The incident waves were regular types. The heights were 1.0 and 1.5 times the freeboard, and the length was equal in size to LBP. The wave heights and pressures on the deck were measured in experiments. Model tests were performed to determine the effects of bow flare angles, bow shapes, and a forecastle deck. The free heave and pitch conditions were applied to the models in these experiments. From the results of the model tests, an optimized bow shape was designed, which was found to decrease the green water impact loading. The results of this research could be used as fundamental data in the design of a bow shape.

• Journal of Ocean Engineering and Technology
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• v.23 no.5
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• pp.9-14
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• 2009

The green water on deck has many harmful effects on the vessel in rough seas such as damages to hull structures, damages to cargos, increase of the downtime, decrease of the stability, and so on. Floating Production Storage and Offloading vessels (FPSOs) are operated in a specific location and are normally positioned to meet mostly head or bow waves in order to reduce the roll motions. But this makes FPSOs more vulnerable to green water around the bow region therefore the bow shape should be properly designed to mitigate the green water damage. In this paper, experimental results in regular head waves for three kinds of bow shapes are compared and some design considerations are proposed, with the building a database for computational fluid dynamics (CFD) validation in mind.

• Selected Papers of The Society of Naval Architects of Korea
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• v.1 no.1
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• pp.37-44
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• 1993

Deck wetness phenomenon has long been considered as one of the factors that degrade the performance of a ship In waves. In rough weather, the frequent skipping of water may give rise to the capsizing of the ship. Therefore an appropriate above water bow shape design is an important asset to a ship of which successful performance in rough weather is a prerequisite such as a warship. In this paper an experimental technique for estimation of deck-wetness frequency is presented. The results of the model tests are compared with those of computations using Ochi's formula. Finally the applicability of Ochi's formula is discussed.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.56 no.3
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• pp.223-229
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• 2020

We analyzed the cutting mechanism of laver harvesting machine in the sea area near Gooam Port in Goheung, Jeollanam-do, and investigated the change and efficiency of laver collecting operation in the working ship. The laver working ship slides uniformly from the bow to the upper part of the laver collecting machine on the deck and cuts the wet laver attached to the bottom of the net at the blade of the havesting machine. The laver farming net, which was loaded with laver turrets on the deck by gravity and collected primitives, consisted of a ship structure that led to the stern side and into the sea. The working ship operation is in harvesting process while driving in a S-shape that is separated by one space to efficiently collect the laver net. During laver working ship operation, the speed was 0.51 m/s in the access stage, 0.56 m/s in the havesting stage, and 0.52 m/s in the exit stage. Considering the cutting edge life and production efficiency of the laver harvesting machine, it is appropriate to harvest 1.15 to 1.26 kg/rpm by operating at a rotational speed of about 700 to 800 rpm rather than forcibly harvesting the product at high speed. On the deck of the working ship, 959.7 kg of starboard and 1048.7 kg of center were 964.7 kg of port side. Based on the starboard, 9.3% of the central part and 0.5% of the port side appeared. The reason for this was due to the difference in harvest time according to the turning direction of the working ship.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.4
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• pp.403-411
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• 2020

This paper discusses the main findings of the development of the twin-hull Car ferry for island freight and passenger transport. The final model had a 19 m wide beam to create enough space for cars on the deck area and thus, enhance the economic feasibility in the market. The vessel had a V-shape with a bulbous bow to minimize the wave-making resistance and the hydrodynamic performance of the ship was verified through computational fluid dynamics. Multi-objective optimization problems of Pareto simulated annealing were used to achieve a weight reduction of approximately 3.9 % and reduce the manufacturing cost. The main results obtained in this study are expected to be useful to engineers and professionals in related industries interested in research on twin catamaran.