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RISS 인기검색어
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- 저자 : 조희상(Huisang Jo) (검색결과 2 건)
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국내 연안 카페리 차량 고박 장치 안전성에 관한 연구 제1부
정준모(Joonmo Choung),조희상(Huisang Jo),이경훈(Kyunghoon Lee),이영우(Young Woo Lee) 한국해양공학회 2016 韓國海洋工學會誌 Vol.30 No.6
The capsizing and consequent sinking of a coastal car ferry was recently reported, with numerous human casualties. The primary cause was determined to be a sudden turn with improperly stowed and secured cargo. Part I of this study introduces how long term acceleration components are determined from seakeeping analyses. A carferry with a displacement of 1,633 tonf was selected as the target vessel. Sea data that included the significant wave heights and periods were collected at four observation buoys, some of which were far away from two main voyage routes: Incheon-Jeju and Pusan-Jeju. Frequency response analyses were performed to obtain the linearized radiation force coefficients, hydrostatic stiffnesses, and wave excitation forces. Time response analyses were sequentially performed to produce the motion-induced acceleration processes. The probabilistic distributions of the acceleration components were determined using a peak and valley counting method. Long term extreme acceleration components were proposed as a final result.
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국내 연안 카페리 차량 고박 장치 안전성에 관한 연구 제2부
정준모(Joonmo Choung),조희상(Huisang Jo),이경훈(Kyunghoon Lee),이영우(Young Woo Lee) 한국해양공학회 2016 韓國海洋工學會誌 Vol.30 No.6
For a carferry with a displacement of 1,633 tonf, a seakeeping analysis-based direct load approach (DLA) was used in Part I of these series, where the final deliverable was the long-term probabilistic acceleration components. In Part II of these series, the tangential acceleration components are explained based on two approaches: a standard called the IMO CSS code and simple formulas with the probable maximum roll and pitch rotations. The subsequent tangential acceleration-induced external force components are also introduced for these two approaches. The lashing strength components were selected from the IMO CSS code. It was assumed that two different vehicles (a car and a truck) were stowed at the most distant locations on the main deck to assume the largest tangential acceleration components and were secured with four steel wires with longitudinal and transverse lashing angles of 45∘. Four cases were considered, with different methods for predicting the acceleration components and different tools for the external loads and lashing strengths involved: cases Rule-LS (rule-based maximum probable roll and pitch angles for predicting the acceleration components in conjunction with LashingSafety), DLA-LS (seakeeping-based long-term acceleration components with LashingSafety), CSS-LC (IMO CSS code-based acceleration components using LashCon), and CSS-LS (IMO CSS code-based acceleration components using LashingSafety). In terms of the acceleration and external force components, the CSS-LC and CSS-LS results are more than two times the results of Rule-LS. Thus, when the external forces and lashing strengths are evaluated using CSS-LC and CSS-LS, the truck needs more lashing wires, while Rule-LS and DLA-LS predict that the present lashing configuration is on the safe side.
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