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RISS 인기검색어
- 검색키워드
- 저자 : Gaute Storhaug (검색결과 4 건)
- 무료
- 기관 내 무료
- 유료
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Storhaug, Gaute The Society of Naval Architects of Korea 2014 International Journal of Naval Architecture and Oc Vol.6 No.4
Whipping/springing research started in the 50'ies. In the 60'ies inland water vessels design rules became stricter due to whipping/springing. The research during the 70-90'ies may be regarded as academic. In 2000 a large ore carrier was strengthened due to severe cracking from North Atlantic operation, and whipping/springing contributed to half of the fatigue damage. Measurement campaigns on blunt and slender vessels were initiated. A few blunt ships were designed to account for whipping/springing. Based on the measurements, the focus shifted from fatigue to extreme loading. In 2005 model tests of a 4,400 TEU container vessel included extreme whipping scenarios. In 2007 the 4400 TEU vessel MSC Napoli broke in two under similar conditions. In 2009 model tests of an 8,600 TEU container vessel container vessel included extreme whipping scenarios. In 2013 the 8,100 TEU vessel MOL COMFORT broke in two under similar conditions. Several classification societies have published voluntary guidelines, which have been used to include whipping/springing in the design of several container vessels. This paper covers results from model tests and full scale measurements used as background for the DNV Legacy guideline. Uncertainties are discussed and recommendations are given in order to obtain useful data. Whipping/springing is no longer academic.
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Gaute Storhaug 대한조선학회 2014 International Journal of Naval Architecture and Oc Vol.6 No.4
Whipping/springing research started in the 50’ies. In the 60’ies inland water vessels design rules becamestricter due to whipping/springing. The research during the 70-90’ies may be regarded as academic. In 2000 a large orecarrier was strengthened due to severe cracking from North Atlantic operation, and whipping/springing contributed tohalf of the fatigue damage. Measurement campaigns on blunt and slender vessels were initiated. A few blunt ships weredesigned to account for whipping/springing. Based on the measurements, the focus shifted from fatigue to extremeloading. In 2005 model tests of a 4,400 TEU container vessel included extreme whipping scenarios. In 2007 the 4400TEU vessel MSC Napoli broke in two under similar conditions. In 2009 model tests of an 8,600 TEU container vesselcontainer vessel included extreme whipping scenarios. In 2013 the 8,100 TEU vessel MOL COMFORT broke in twounder similar conditions. Several classification societies have published voluntary guidelines, which have been used toinclude whipping/springing in the design of several container vessels. This paper covers results from model tests andfull scale measurements used as background for the DNV Legacy guideline. Uncertainties are discussed and recommendationsare given in order to obtain useful data. Whipping/springing is no longer academic
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Assessment of whipping and springing on a large container vessel
Barhoumi, Mondher,Storhaug, Gaute The Society of Naval Architects of Korea 2014 International Journal of Naval Architecture and Oc Vol.6 No.2
Wave induced vibrations increase the fatigue and extreme loading, but this is normally neglected in design. The industry view on this is changing. Wave induced vibrations are often divided into springing and whipping, and their relative contribution to fatigue and extreme loading varies depending on ship design. When it comes to displacement vessels, the contribution from whipping on fatigue and extreme loading is particularly high for certain container vessels. A large modern design container vessel with high bow flare angle and high service speed has been considered. The container vessel was equipped with a hull monitoring system from a recognized supplier of HMON systems. The vessel has been operating between Asia and Europe for a few years and valuable data has been collected. Also model tests have been carried out of this vessel to investigate fatigue and extreme loading, but model tests are often limited to head seas. For the full scale measurements, the correlation between stress data and wind data has been investigated. The wave and vibration damage are shown versus heading and Beaufort strength to indicate general trends. The wind data has also been compared to North Atlantic design environment. Even though it has been shown that the encountered wind data has been much less severe than in North Atlantic, the extreme loading defined by IACS URS11 is significantly exceeded when whipping is included. If whipping may contribute to collapse, then proper seamanship may be useful in order to limit the extreme loading. The vibration damage is also observed to be high from head to beam seas, and even present in stern seas, but fatigue damage in general is low on this East Asia to Europe trade.
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Assessment of whipping and springing on a large container vessel
Mondher Barhoumi,Gaute Storhaug 대한조선학회 2014 International Journal of Naval Architecture and Oc Vol.6 No.2
Wave induced vibrations increase the fatigue and extreme loading, but this is normally neglected in design. The industry view on this is changing. Wave induced vibrations are often divided into springing and whipping, and their relative contribution to fatigue and extreme loading varies depending on ship design. When it comes to dis-placement vessels, the contribution from whipping on fatigue and extreme loading is particularly high for certain container vessels. A large modern design container vessel with high bow flare angle and high service speed has been considered. The container vessel was equipped with a hull monitoring system from a recognized supplier of HMON systems. The vessel has been operating between Asia and Europe for a few years and valuable data has been collected. Also model tests have been carried out of this vessel to investigate fatigue and extreme loading, but model tests are often limited to head seas. For the full scale measurements, the correlation between stress data and wind data has been investigated. The wave and vibration damage are shown versus heading and Beaufort strength to indicate general trends. The wind data has also been compared to North Atlantic design environment. Even though it has been shown that the encountered wind data has been much less severe than in North Atlantic, the extreme loading defined by IACS URS11 is significantly exceeded when whipping is included. If whipping may contribute to collapse, then proper sea-manship may be useful in order to limit the extreme loading. The vibration damage is also observed to be high from head to beam seas, and even present in stern seas, but fatigue damage in general is low on this East Asia to Europe trade.
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