Modelling of the internal mechanics in ship collisions

A method for analysis of the structural damage due to ship collisions is developed. The method is based on the idealized structural unit method (ISUM). Longitudinal/transverse webs which connect the outer and the inner hulls are modelled by rectangular plate units. The responses are determined by taking into account yielding, crushing, and rupture. Some plates of the outer and the inner shell subjected to large membrane tensions are modelled by membrane tension triangular/rectangular plate units, while the remaining shell panels are modelled by the usual plate units. The effect of stiffeners on the stiffness and the strength is considered as well. In order to include the coupling effects between local and global failure of the structure, the usual non-linear finite-element technique is applied. In order to deal with the gap and contact conditions between the striking and the struck ships, gap/contact elements are employed. Dynamic effects are considered by inclusion of the influence of strain-rate sensitivity in the material model. On the basis of the theory a computer program has been written. The procedure is verified by a comparison of experimental results obtained from test models of double-skin plated structures in collision/grounding situations with the present solutions. As an illustrative example the procedure has been used for analyses of a side collision of a double-hull tanker. Several factors affecting ship collision response, namely the collision speed and the scantlings/ arrangements of strength members, are discussed.     

Soft‐sediment deformation structures in Cretaceous non‐marine deposits of southeastern Gyeongsang Basin,Korea: Occurrences and origin

A variety of soft‐sediment deformation structures formed during or shortly after deposition occurs in the Cretaceous Seongpori and Dadaepo Formations of the southeastern Gyeongsang Basin exposed along coastal areas of southeastern Korean Peninsula for 0.5–2 km. These are mostly present in a fluvial plain facies, with interbedded lacustrine deposits. In this study, the features of different kinds of soft‐sediment deformation structures have been interpreted on the basis of sedimentology of structure‐bearing deposits, comparison with normal sedimentary structures, timing and mechanism of deformation, and triggering mechanisms. The soft‐sediment deformation structures can be classified into four morphological groups: (i) load structures (load casts, ball‐and‐pillow structures); (ii) soft‐sediment intrusive structures (dish‐and‐pillars, clastic dykes, sills); (iii) ductile disturbed structures (convolute folds, slump structures); and (iv) brittle deformation structures (syndepositional faulting, dislocated breccia). The most probable triggering mechanisms resulting in these structures were seismic shocks. These interpretations are based on the following field observations: (i) location of the study area within tectonically active fault zone reactivated several times during the Cretaceous; (ii) deformation structures confined to single stratigraphic levels; (iii) lateral continuity and occurrences of various soft‐sediment deformation structures in the deformed level over large areas; (iv) absence of depositional slope to indicate gravity sliding or slumping; and (v) similarity to the structures produced experimentally. The soft‐sediment deformation structures in the study areas are thus interpreted to have been generated by seismic shocks with an estimated magnitude of M > 5, representing an intermittent record of the active tectonic and sedimentary processes during the development and evolution of two formations from the late Early Cretaceous to the Late Cretaceous.     

Recent recovery of surface wind speed after decadal decrease: a focus on South Korea

Climate Dynamics - We investigate the multi-decadal variability of observed surface wind speed around South Korea. It is found that surface wind speed exhibits decreasing trend from mid-1950s until...     

Ultimate strength of ship hulls under torsion

For a ship hull with large deck openings such as container vessels and some large bulk carriers, the analysis of warping stresses and hatch opening deformations is an essential part of ship structural analyses. It is thus of importance to better understand the ultimate torsional strength characteristics of ships with large hatch openings. The primary aim of the present study is to investigate the ultimate strength characteristics of ship hulls with large hatch openings under torsion. Axial (warping) as well as shear stresses are normally developed for thin-walled beams with open cross sections subjected to torsion. A procedure for calculating these stresses is briefly described. As an illustrative example, the distribution and magnitude of warping and shear stresses for a typical container vessel hull cross section under unit torsion is calculated by the procedure. By theoretical and numerical analyses, it is shown that the influence of torsion induced warping stresses on the ultimate hull girder bending strength is small for ductile hull materials while torsion induced shear stresses will of course reduce the ship hull ultimate bending moment.     

Probabilistic corrosion rate estimation model for longitudinal strength members of bulk carriers

Many bulk carrier losses have been reported of late, and one of the possible causes of such casualties is thought to be the structural failure of aging hulls in rough weather. Clearly, in such cases, vessels that start out being adequate somehow become marginal later in life. Fatigue and corrosion-related potential problems may be the most important factors affecting such age related vessel damage. With respect to fatigue, extensive studies have been done worldwide both experimentally and theoretically, and the results have been applied to some extent. However, in the case of corrosion effects, additional research is still needed to better understand, clarify and address the various strength uncertainties and their effects on structural behaviour. This paper develops a probabilistic corrosion rate estimation model for the longitudinal strength members of bulk carriers. The model is based on available statistical data for corrosion of existing bulk carriers. The corrosion data collected are documented for future use.     

Dinosaur tracks from the Cretaceous of South Korea: Distribution, occurrences and paleobiological significance

Abstract   Abundant dinosaur fossils including dinosaur footprints, eggs and nests, teeth and bones have been found from the Cretaceous non-marine deposits of Korea. Among them, dinosaur tracks are the most distinctive, and some track sites are among the most famous in the world. Until now, 27 dinosaur track localities have been discovered from the Cretaceous strata in the Gyeongsang Basin and several small basins. Ornithopod tracks are most abundant at most Korean track sites, and most of them are identified as Caririchnium ; that is, large ornithopod footprints with wide hoof impressions. Most theropod tracks are found in Neungju Basin and they consist of various types of small or medium-sized bird-like footprints, and other large footprints. Sauropod tracks are also abundant in the Gyeongsang Basin. The sauropod tracks vary in size, shape, and pattern of trackway, and suggest that diverse sauropods existed in this area. These diverse tracks in South Korea suggest that various dinosaurs flourished at the margins of lakes distributed in the southern part of the Korean Peninsula during the Cretaceous.     

Test method of cavitation erosion for marine coatings with low hardness

Rudders of large container ships are easily affected by cavitation, which is well known to be induced by significant axial flows behind a propeller and discontinuities in the rudder. Among several methods to prevent or reduce the cavitation erosion occurred in the rudder, painting is gaining a lot of attention because it can be employed easily and cheaply. To conduct erosion tests properly, the simulation of heavily erosive cavitation is necessary. This can be generated using an inclined propeller dynamometer in the medium-size cavitation tunnel of MOERI (Maritime & Ocean Engineering Research Institute). The inclined shaft of the propeller creates strong cavitation, which occurs around the root of the propeller blade. This cavitation creates impacts through the collapsing process that are very severe, and are useful for realistic and efficient cavitation erosion tests. In the present study, the newly developed cavitation erosion test method is successfully employed to evaluate marine coatings that is mainly composed of epoxy elastomer or silicone polymer material. Silicone polymer-type paint B was found to have three times larger endurance than epoxy elastomer-type paint A.