• Journal of Navigation and Port Research
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• v.30 no.8 s.114
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• pp.663-668
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• 2006

This thesis tries to evaluate the economic benefit of space chartering in comparison with time chartering with respect to mega container ships. For this it reviews the method of obtaining ship's carrying capacity such as time chartering and space chartering. Based on this, it tries to make comparison between the time chartering and space chartering on economic base. Finally, it suggest the economic benefit of space chartering with direction for further study.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.05a
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• pp.134-136
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• 2023

대형 컨테이너 선박의 주요 제원 예측에 관한 과거 연구는 단순 회귀분석에 기반한 결과로 제시되었으며, 이를 현재 운항 중인 24,000TEU급 선박의 제원과 과거의 연구 결과를 비교할 경우, 선박의 전장이 과대 예측한 경향이 있었다. 본 연구에서는 선형회귀분석 및 box plot의 통계 분석기법을 활용하여 최근 20년의 신조 컨테이너선을 대상으로 연도별 주요제원의 변화량을 통해 선박의 대형화 추세를 분석하였다. 그 결과, 컨테이너선의 대형화는 시간의 흐름에 따라 점점 폭이 넓어지는 형태로 변화하고 있는 것으로 분석되었다. 그러나 선폭 위주의 대형화는 선박 운항의 측면에서 조종성능의 감소로 인해 운항난이도가 증대된다는 단점이 있다. 즉, 미래 대형화 선박을 안전하게 운항하기 위해서는 적절한 항만 인프라 구축 및 선박길이와 폭의 조화를 이루는 대형화가 필요할 것으로 판단된다.

• 해운
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• no.1 s.47
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• pp.14-22
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• 2008

최근들어 1만TEU급 초대형 컨테이너선이 잇따라 시장에 투입되면서 선복과잉이 우려되고 있다. 과연 메가급 컨테이너선이 규모경제의 잇점을 살릴 수 있을지, 아니면 메가급 위기로 다가올지 기대와 우려가 교차되고 있다. 다음은 로이즈 쉬핑 에코노미스트(Lloyd's Shipping Economist)지 2007년 10월호에 실린 스테판 메튜(Stephen Matthews)의 "Mega-risk"를 번역한 것이다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2005.10a
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• pp.335-340
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• 2005

This thesis tries to evaluate the economic benefit of space chartering in comparison with time chartering with respect to mega container ships. For this it reviews the method of obtaining ship's carrying capacity such as time chartering and space chartering. Based on this, it tries to make comparison between the time chartering and space chartering on economic base. Finally, it suggest the economic benefit of space chartering with direction for further study.

• Journal of Advanced Marine Engineering and Technology
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• v.41 no.1
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• pp.15-20
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• 2017

The International Maritime Organization(IMO) has adopted and implemented compulsory regulation for reducing greenhouse gas emission that cause global warming. However, with global warming underway, the IMO plans to enforce voluntary carbon dioxide emissions reduction based on the Ship Energy Efficient Management Plan and the Energy Efficiency Operational Indicator(EEOI) in the near future. Large container ships sail at low speeds in order to save fuel and reduce carbon dioxide emissions. However, bulbous bows designed for high-speed ships decrease fuel efficiency by acting as resistance when reduced speeds are adopted by large container ships. In order to adopt low-speed operations and increase fuel savings, the bulbous bow of a large container ship was modified into the proper shape and size. Fuel consumption was compared for checking the result of EEOI before and after modifying the bulbous bow adopted on low speed operation of large high-speed ships. The results confirmed much larger carbon dioxide emissions reduction than expected. If EEOI would be implemented as compulsory regulation for reducing carbon dioxide emissions, bulbous bow modification can be considered as one of the fuel saving methods for the high-speed ships.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.5
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• pp.558-570
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• 2015

A study on the green ship design for Ultra Large Container Ship (ULCS, 18,000 TEU Class Container Ship) was performed based on the four step procedures of the initial design and hull form optimization to maximize economic and propulsive performance. The first, the design procedure for ULCS was surveyed with economic evaluation considering environmental rules and regulations. The second, the characteristics of single and twin skeg container ships were investigated in view of initial design and performances. The third, the hull form optimization for single and twin skeg ships with the same dimensions was conducted to improve the resistance and propulsive performances at design draught and speed by several variations and the results of the optimization were verified by numerical calculations of CFD and model test. The last, for the estimated operating profile of draught and speed, the hull forms of single and twin sked ships were optimized by CFD. From this study, the methodologies to optimize the hull form of ULCS were proposed with considerations during the green ship design and the improvement of the energy efficiency for the optimized hull forms was confirmed by the proposed formula of the total energy considering design conditions, operating profile and fuel oil consumption.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.11a
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• pp.203-205
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• 2019

최근 국제 운송에 큰 부분을 차지하는 해상운송에서의 오염물질 배출이 큰 논란이 되고 있다. 이 연구에서는 고속·대형의 컨테이너선, 크루즈, 여객선, 기타선 등이 기항하는 부산북항을 대상으로 선박의 배출물질을 계산하였다. 선박 대기오염물질 산정을 위해서는 선박의 활동 정보와 배출물질 계산에 활용할 선박 마력 정보가 필요하다. 먼저 AIS를 이용하여 선박 활동정보를 수집하고, 선박 마력은 선박 특성이 뚜렷한 컨테이너선과 탱커선의 제원을 DB화하여 추정하였다. 선박의 배출물질을 산정할 수 있는 추정 알고리즘을 개발하고 이를 이용하여 황산화물, 질소산화물, 입자상물질, 휘발성유기화합물의 배출물질을 계산한 결과 각각 48.3%, 42.5%, 5.4%, 3.8%의 비율로 산출되었다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.11a
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• pp.253-260
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• 2004

In these days, 8000TEU container ship service launches in shipping service at latest based on the economy of scale, unit cast related with ship operation on ocean decreases in proportion to increase of ship scale and mega ship over 10,000TEU is on planning. This paper is analyzed the economic efficiency for reduction qf calling port in the operation cost, port chnrge, feeder cost, etc by an empirical analysis.

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.331-337
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• 2022

In 2021, the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP), a U.N. advisory research institute, cited container loss as one of six sources of marine litters in shipping. The sinking of the X-P ress Pearl in May 2021 caused a catastrophic environmental pollution accident in which the loaded containers were moved to the shore, and the plastic pellets were loaded inside covered the coast of Sri Lanka. With this history, the International Maritime Organization (IMO) will discuss prevention and follow-up measures for container loss during ship voyages, as an agenda at the 8th Sub Committee on Carriage of Cargoes and Containers meeting in September 2022. To establish Korea's response direction at the IMO meeting, this study identified major causes of container loss accidents, and considered the response through analysis based on the accident investigation report and related professional data. As a result, it was found that the major cause of container loss during voyages was the enlargement of container ships, bad weather, and poor loading of containers. In particular, the need to prepare countermeasures for the deterioration of the operational safety of large container ships due to bad weather was identified. Additionally, integrated monitoring of the implementation of international conventions is required, for the safe sea transportation of container cargo. In particular, in terms of preservation of the marine environment, it is necessary to supplement the system for the recovery of lost containers. Finally, it was found that it is necessary to establish systems that can complement each other in the shipbuilding and shipping industries, in terms of shipbuilding as well as ship operation, to fundamentally prevent container loss accidents at sea. It is judged that it is difficult to resolve the various factors of container loss at sea during voyages, by responding from an individual perspective.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.2
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• pp.157-162
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• 2018

The increase of risk in port due to the increase in ship size and sea level rises, the standard crown height will increase. In this study, cruise and container ships will need to raise their crown height due to the projected wind pressure areas becoming larger due to the ships' size increase. The mooring assessment was evaluated with the rise of the crown height. The cruise ship of GT 100,000 tons exceeded the permissible breaking force of the mooring line under the crown height conditions of wind speed of 30 kts when the wind direction was $45^{\circ}$ to the direction of the bow. Also, the elevation angle of the pier and mooring line was analyzed and exceeded the crown height, and it was determined that it is necessary to adjust the crown height. Container ships of DWT 100,000 tons were analyzed to exceed the limit of sway motion at the crown height and it was determined that they need to be adjusted to the minimum crown height standard.