• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.06a
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• pp.198-200
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• 2013

최근 국제해사기구(IMO)의 해양환경보호위원회에서(MEPC)는 선박에서 대기로 방출되는 CO2의 양을 최소로 하기 위해서 신조선 설계 건조시 에너지효율지수(EEDI : Energy Efficiency Design Index for new ships), 에너지 효율지표(EEOI : Energy Efficiency Operational Indicator), 그리고 에너지 효율관리 계획(SEEMP : Ship Energy Efficiency Management Plan) 지수들을 이용하여 전 세계 이산화탄소 배출 규제 방침을 운영하고 있다. 이러한 환경규제 강화와 발맞추어 세계 각국은 지속적인 Green-ship의 개발과 저탄소 고효율 선박의 운항을 위해 연구와 노력한다. 본 연구에서는 선박이 움직이는데 있어 동력이 시작되는 부분과 그 힘이 전달되어 운항자의 의식이 반영되어 선체의 이동으로 이어지기까지 흐름에 대해 도식 및 수식으로 정리하였다. 그리하여 해상의 상태와 이에 따른 운항결정이 어떤 결과를 초래할 수 있는지 살펴보고 이 부분에서 운항효율을 증대시킬 수 있는 부분에 대해 모색해 보았다. 또한 엔진의 상태에 따른 연료 절감율에 대해 살펴보고 보다 경제적 운항을 위한 적정 RPM과 속도 등에 대해서 고찰해 보았다. 이 같은 정리를 통해 앞으로의 Echo-ship, Green-ship의 연구방향에 대한 초석으로 삼고자 한다.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.37 no.2
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• pp.171-179
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• 2013

The thermodynamic characteristics of a combined cycle applied with a topping cycle such as a trilateral cycle at relatively high temperatures and a bottoming cycle such as an organic Rankine cycle at relatively low temperatures have been theoretically investigated. This is an electric generation system used to recover the waste heat of the exhaust gas from a diesel engine used for the propulsion of a large ship. As a result, when the boundary temperature between the topping and the bottoming cycles increased, the system efficiencies of energy and exergy were simultaneously maximized because the total exergy destruction rate (${\sum}\dot{E}_d$) and exergy loss ($\dot{E}_{out2}$) decreased, respectively. In the case of a marine diesel engine, the waste heat recovery electric generation system can be utilized for additional propulsion power, and the propulsion efficiency was found to be improved by an average of 9.17 % according to the engine load variation, as compared to the case with only the base engine. In this case, the specific fuel consumption and specific $CO_2$ emission of the diesel engine were reduced by an average of 8.4% and 8.37%, respectively.

• Journal of Advanced Marine Engineering and Technology
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• v.38 no.9
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• pp.1045-1050
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• 2014

$N_2O$(Nitrous Oxide) is known as the third major GHG(Green House Gas) following $CO_2$(Carbon Oxide) and $CH_4$(Methane). The GWP(Global Warming Potential) factor of $N_2O$ is 310 times as large as that of $CO_2$ because $N_2O$ in the atmosphere is very stable, and it becomes a source of secondary contamination after photo-degradation in the stratosphere. Investigation on the cause of the $N_2O$ formation have been continuously reported by several researchers on power sources with continuous combustion form, such as a boiler. However, in the diesel engine, research on $N_2O$ generation which has effected from fuel components has not been conducted. Therefore, in this research, author has investigated about $N_2O$ emission rates which was changed by nitrogen and sulfur concentration in fuel on the diesel engine. The test engine was a 4-stroke direct injection diesel engine with maximum output of 12 kW at 2600rpm, and operating condition of that was set up at a 75% load. Nitrogen and sulfur concentrations in fuel were raised by using six additives : nitrogen additives were Pyridine, Indole, Quinoline, Pyrrol and Propionitrile and sulfur additive was Di-tert-butyl-disulfide. In conclusion, diesel fuels containing nitrogen elements less than 0.5% did not affect $N_2O$ emissions in the all concentrations and kinds of the additive agent in the fuel. However, increasing of the sulfur additive in fuel increased $N_2O$ emission in exhaust gas.

• Journal of the Korean Society for Marine Environment & Energy
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• v.15 no.4
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• pp.281-291
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• 2012

In this study, WET (whole effluent toxicity) test with Skeletonema costatum, Tigriopus japonicus and Paralichthys olivaceus and ERA (environmental risk assessment) were conducted to assess the unacceptable effect on marine ecosystem by emitting the treated discharge water from 'ARA Plasma BWTS' BWMS (ballast water management system) using filtration, Plasma and MPUV module. 34 psu treated discharge water from ARA Plasma BWTS shown slight chronic toxicity effect on the P. olivaceus ($7d-LC_{50}{\Rightarrow}100.00%$ treated discharge water, $7d-LC_{25}{\Rightarrow}85.15%$ treated discharge water). Bromobenzene, chlorobenzene and 4-chlorotoluene in 34 psu treated discharge water from ARA Plasma BWTS were higher than in the background original content of seawater. The PECs (predictive environmental concentrations) of bromobenzene, chlorobenzene and 4-chlorotoluene calculated by MAMPEC (marine antifoulant model to predict environmental concentrations) program (ver. 3.0) were 3.34E-03, 2.10E-03 and 1.73E-03 ${\mu}g\;L^{-1}$, respectively and PNECs (predicted no effect concentrations) of them were 1.6, 0.5 and 1.9 ${\mu}g\;L^{-1}$. The PEC/PNEC ratio of bromobenzene, chlorobenzene and 4-chlorotoluene did not exceed one and 3 substances did not consider as persistence, bioaccumulative and toxic. Therefore, it was suggested that treated discharge water from ARA Plasma BWTS did not pose unacceptable effect on marine ecosystem.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.6
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• pp.672-680
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• 2023

Weight is a critical factor in the ship design process given that it has a substantial impact on the hydrodynamic performance of ships. Typically, ships are optimally designed for specific conditions with a fixed draft and displacement. However, in reality, weight and draft can vary within a certain range owing to operational activities, such as fuel consumption, ballast adjustments, and loading conditions . Therefore, we investigated how resistance changes under three different loading conditions, namely overload, design-load, and lightship, for small craft, using both model experiments and numerical simulations. Additionally, we examined the sensitivity of weight changes to resistance to enhance the performance of ships, ultimately reducing power requirements in support of the International Maritime Organization's (IMO) goal of reducing CO2 emissions by 50% by 2050. We found that weight changes have a more significant impact at low Froude Numbers. Operating under overload conditions, which correspond to a 5% increase in draft and an 11.1% increase in displacement, can lead to a relatively substantial increase in total resistance, up to 15.97% and 14.31% in towing tests and CFD simulations, respectively.

• Proceedings of the Korean Society of Marine Engineers Conference
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• 2002.05a
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• pp.121-127
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• 2002

Environmental protection on the ocean has been interested and nowadays the International Maritime Organization(IMO) has advanced on the prevention of air pollution from ships. This study presents the emission characteristics of 4 stroke propulsion diesel engine in E2 cycle (constant speed) and E3 cycle (propeller curved speed). Also the effects of important operating parameters in terms of intake air pressure and temperature, and maximum combustion pressure are described on the specific emissions. Emissions measurement and calculation are processed according to IMO Technical Code. The results show that NOx emission level in E3 cycle is higher than E2 cycle due to lower engine speed and lower maximum combustion pressure by retarding fuel injection timing. Intake air temperature has strong influence on NOx emission production. And CO, HC emissions are not affected by maximum combustion pressure and intake air pressure and temperature.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.12 no.1
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• pp.43-51
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• 2013

This is a thesis about the experiment of comparison characteristic of power and exhaust gas in the same condition between diesel engine that is equipped turbocharger different from response power to increase effectiveness of the engine which is recently used in a lot of industry which requires high power. Resulting of the experiment with natural aspiration diesel engine and turbocharger diesel engine, difference in low speed is not significant, but in high speed, effectiveness of turbocharger diesel engine is much higher than the other one. In other hand, in exhaust gas experiment, turbocharger model exhausts more $NO_X$ and $O_2$, but it doesn't significantly affect the result when it comes with decreasing of $CO_2$ and effectiveness of increased power characteristic. As a result, the turbocharger diesel engine is economically effective comparing with the natural aspiration diesel engine.

• Journal of Korea Port Economic Association
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• v.38 no.1
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• pp.129-142
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• 2022

In the past, interest in air pollution was concentrated on greenhouse gases, but in recent years, interest in fine dust has been increasing. The media and environmental organizations continue to emphasize air pollution caused by fine dust. The awareness of fine dust is increasing, and air pollution generated at ports is analyzed to be serious as a domestic factor excluding foreign inflows. Recognizing this, in order to reduce air pollution generated at ports, special laws on improving air quality, such as port areas, have been enacted in Korea, and attempts are being made to curb air pollution caused by ports. In this law, it is a policy that regulates air pollutants generated not only by ships but also throughout ports such as vehicles and unloading machines, and representative are ECA, VSR, and AMP. This study attempted to analyze the effects of these eco-friendly policies at Incheon Port. First of all, a study was conducted to calculate emissions assuming that there was no policy, analyze each policy, and finally calculate and compare actual emissions reflecting all policies. The methodology presented by the European Environmental Administration and the U.S. Environmental Protection Agency was used, and pollutants to be analyzed were analyzed for sulfur oxides (SO_X), carbon monoxide (CO), nitrogen oxides (NO_X), total floating substances (TSP), fine dust and ultrafine dust (PM₁₀, PM_2.5) and ammonia (NH₃). As a result of the analysis, it was analyzed that the actual emission reflecting all policies was about 4,097 tons/year, which had an emission reduction effect of about 760 tons/year compared to about 4,857 tons/year when the policy was not reflected. When the effects of each policy were analyzed individually, it was found that ECA 4,111 tons/year, VSR 4,854 tons/year, and AMP 4,843 tons of air pollutant emissions occurred The results of this study can be used as basic data and evidence for policy establishment related to the atmospheric environment at Incheon Port.

• Journal of the Korean Society for Marine Environment & Energy
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• v.13 no.2
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• pp.99-104
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• 2010

The purpose of this study is to develop Sewage Treatment Plant that treat sewage which occurred in ship using fixed media method and to consider applicable to the Pilot Scale device of the STP regulations in MLTM(Ministry of Land, Transport and Maritime Affairs) and MEPC(Marine Environment Protection Committee). In test results, pH geometric mean was 7.68, $BOD_5$(Biochemical Oxygen Demand) geometric mean was 7.28 mg/l, $COD_{cr}$(Chemical Oxygen Demand) geometric mean was 48.39 mg/l, TSS(Total Suspended Solid) geometric mean was 18.00/l, Residual chlorine geometric mean was 0.19 mg/l, and E. coli geometric mean was 1CFU/100 ml. In addition, about 97.4% of $BOD_5$ was reduced, the $COD_{cr}$ reduction averaged 96.4%and the TSS reduction averaged 97.6%. STP have been determined by the MLTM and MEPC regulation of the marine pollution prevention equipment for performance testing product.

• Journal of Advanced Marine Engineering and Technology
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• v.40 no.4
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• pp.342-347
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• 2016

This paper dealt with the economic analysis on the application of shipboard LED (Light Emitting Diode) luminaires to replace incandescent and fluorescent lamps, which account for over 80 % of light source on a training or naval vessel. The rates of savings achieved in the power consumption, initial investment, maintenance cost, and fuel cost were analyzed. The break-even points and the $CO_2$ emissions were also calculated. For the training vessel, the initial investment was increased by 3.8 times, while the maintenance cost over five years was reduced by 51 %. When 40 %, 50 %, and 60 % of luminaires were turned on, the calculated break-even points were 11 months, 9 months, and 7 months, respectively. On the other hand, the initial investment was increased by 3.5 times while the maintenance cost over five years was saved by 55 % for the naval vessel. The break-even points were calculated as 15 months, 12 months, and 10 months, respectively. Moreover, the $CO_2$ emissions of the training and the naval vessels were reduced by 69 % and 65 %, respectively. From the results, it was revealed that the maintenance cost can be reduced by more than 50 %, and that the power consumption, fuel cost, and $CO_2$ emissions can be reduced by more than 60 % if LED luminaires are used on two types of vessels.