• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.4
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• pp.400-406
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• 2017

The model used in this study was reversed to analyze the cause of excessive damage that occurred inside the rotating system and pipe system of a centrifugal-type seawater pump on a ship. For this purpose, internal flow analysis on a cooling seawater pump was performed using CFD. As a result, the shape and boundary conditions of the target pump were set by reverse engineering, and pump efficiency at a design operating point of $125m^3/h$ was calculated as 85.3 % with a head of 32.0 m. The maximum efficiency point of the target pump was estimated to be 86.2 % at $150m^3/h$, but this differed from the actual operating point. At $112.5m^3/h$, which was the lowest flow point, flow was unstable due to the characteristics of the low flow point and analysis convergence was not good. The purpose of this study was to clarify the cause of ongoing cavitation in seawater pumps and piping systems in operation. Future research will be needed to clarify causes for pipe systems in the future by performing calculations for the total piping system of an inlet and outlet, in addition to measuring the flow rate of each branch pipe.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.5
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• pp.576-585
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• 2020

This study quantitatively investigated the increase in ballasting time through numerical calculations when an ultraviolet (UV) ballast water management system (BWMS) is installed on an existing vessel. The calculation results indicate that the ballasting time of a gas carrier having 55,000 dead weight tonnage was 2.152 hours without installation of the UV BWMS and implementation of a flow control function. Ballasting time increased by 14.2% after installing the UV BWMS, and it increased by 20.4% with both its installation and implementation of a flow control function. If actual conditions are taken into account, ballasting time after installing the UV BWMS is estimated to increase by at least 30% compared with current ballasting time. Therefore, when concerned parties select a UV type BWMS, it is advisable for them to minimize ship operation losses from an increase in ballasting time by considering the capacity of the actual ballast pumps on board and the flow energy loss of the UV BWMS. Additionally, it is recommended that a BWMS with larger capacity, larger pipes, and pipes with inside coatings be used to minimize the increase in ballasting time after installation of the BWMS.

• Microbiology and Biotechnology Letters
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• v.30 no.3
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• pp.223-229
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• 2002

For the research of the natural marine antioxidant, several bacteria were isolated from the coast of jin-Hae in Korea. Among the marine bacteria studied, strain HJ-14, a gram-negative, motile, strait rod, aerobic, and $Na^{+}$ required bacterium showed high activity of 1,1-diphenyl-2-picrylhydrazyl radical scav- enging. The morphological, physiological, and biochemical characteristics of the strain HJ-14 were similar to those of the Alteromonas macleodii ATCC $27126^{T}$ . Thus, it was tentatively identified as Alteromonas sp. HJ-14. The compositions of major fatty acids in cell membrane of Alteromonas sp. HJ-14 were $C_{ 14:0}$ , $ C_{15:0}$ , $C_{16:0}$ and $C_{17:1}$ $_{w8c}$ , which also suggest that it is affiliated with Alteromonas sp. The optimum culture conditions for production of antioxidant materials with Alteromonas sp. HJ-14 were at $25$~$37^{\circ}C$ and pH 6~8. The optimum conditions for the production of antioxidant for carbon, inorganic nitrogen, and sodium chloride sources were 2.5%(w/v) dextrin, 0.5%(w/v) ammonium sulfate, and 2~6%(w/v) sodium chloride, respectively. The hydroxyl radical scavenging ability of Alteromonas sp. HJ-14 broth was 90.03%, which is higher than ascor-bic acid(83.28%) and lower than butylated hydroxyanisole(95.46%) and $\alpha$-tocopherol(97.17%).

• Journal of the Korean Society for Marine Environment & Energy
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• v.8 no.1
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• pp.17-22
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• 2005

The movement of drifting ships on the sea is closely related to marine environmental forces such as waves, currents, winds, etc. To develop a prediction model for trajectories oi drifting ships, an experiment on the movement of drifting ships was carried out in the Southeastern Sea of Korea. Five types of ships including a lire raft and tour ships with G/T 10tons, G/T 2o tons, G/T 50 tons, and G/T 80 tons, were considered in the experiment. The G/T 50 ton class ship was used as a base ship for obtaining the currents, winds and heading angles of ship following the trajectory. The trajectory of each ship was measured by DGPS(Differential Global Positioning System) and collected using APRS(Automatic Position Reporting System) installed on the base ship. The error range in position fix of DGPS are approximately ±1 m. The drift speed of ship in the experiment was between 3％ to 5％ of wind speed and drift direction of ship was deflected by ±90° from wind direction. Also, the heading of drifting ship was normal to wind direction.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.6
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• pp.780-787
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• 2019

As a carbon-free, green growth alternative, internal and external interest in hydrogen energy and technology is growing. Hydrogen was added to co-axial methane, methane-propane, and methane-propane-ethane diffusion flames, which are the main ingredients of LNG, to evaluate its effect on flame formation and combustion products. The variation in combustion products produced by adding hydrogen gradually to diffusion pyrolysis at room temperature and normal pressure conditions was observed experimentally by using a gas analyzer, and the shape of diffusion pyrolysis was observed step by step using a digital camera. The experimental results showed that the production volume of nitrogen oxides tended to increase and became close to linear as hydrogen was added to the diffusion pyrotechnic. This is because the relatively high temperature of heat insulation and fast combustion speed of hydrogen facilitated the production of thermal NOx. On the other hand, CO2 production tended to decrease as hydrogen was added to reduce the overall carbon ratio contained in the mixed diffusion flame of methane, methane-propane, and methane-ethane-propane. This means that the mixed fuel use of LNG-hydrogen in ships may potentially reduce emissions of CO2, a greenhouse gas.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.6
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• pp.658-665
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• 2019

Among the renewable energy resources, wind power is growing rapidly in terms of technological development and market share. Recently, onshore wind farm have been affected by limitations of terrestrial space and environmental problems. Consequently, installation sites have been moved to the sea, and the development of floating offshore wind farms that are installed at deep waters with more abundant wind conditions is actively underway. In the context of maritime traffic, the optimal site of offshore wind farms is required to minimize the interference between ships and wind turbines and to reduce the probability of accidents. In this study, genetic algorithm based AIS(Automatic Indentification System) data composed of genes and chromosomes has been used. The optimal site of floating offshore wind farm was selected by using 80 genes and by evaluating the fitness of genetic algorithm. Further, the final site was selected by aggregating the seasonal optimal site. During analysis, 11 optimal site were found, and it was verified that the final site selected usng the genetic algorithm was viable from the perspective of maritime traffic.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.1
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• pp.1-7
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• 2020

In recent years, cargo lashing has received much importance, to help prevent the sinking of passenger ships due to the failure of vehicle and cargo lashing during the transshipment of cargo. Consequently, the standards for lashing equipment and the structure of car ferries have been revised. According to the current standards, all vehicles loaded on a car ferry sailing in smooth sea areas must be secured if the wind speed and wave height exceed 7 m/s and 1.5 m, respectively. In this study, we measured the roll and pitch of a passenger ship sailing in smooth sea areas, and compared the measurements with the results of the New Strip Method (NSM). The vessel had a maximum pitch of 1.41° and a maximum roll of 1.37° at a wind speed of 6-8 m/s and a wave height of 0.5-1.0 m, and a maximum pitch of 1.49° and a maximum roll of 2.43° at a wind speed of 10-12 m/s and a wave height of 1.0-1.5 m. A comparison of the external forces due to the motion of the hull and the bearing capacity without lashing indicated that the bearing capacity was stronger. This suggests that vehicles without lashing will not slip or fall due to weather conditions. In future, the existing vehicle lashing standards can be revised after measuring the hull motions of various ships, and comparing the external force and bearing capacity, to establish more reasonable requirements.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.9 no.2
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• pp.51-63
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• 2004

Appearance of cold water in the coastal area off Ulsan-Campo, Southeastern coast of Korea, during summer has been well observed. To see the effect of this cold water on zooplankton distribution, we have collected zooplankton at 4 to 8 sites in the near coast as well as off coast for three times about two weeks of interval from July to August, 2001. Appearance of cold water was confirmed and total of about 195 zooplankton taxa were identified. Both the numbers of taxa appeared and zooplankton abundances did not show significant difference among the three sampling periods. On the other hand, the numbers of taxa appeared were generally greater in off coastal area while zooplankton abundances were greater in the near coastal area. These two variables showed different relationship with seawater temperatures. That is, the numbers of taxa appeared showed positive correlation with seawater temperatures (p<0.05) but abundances showed no significant relationship (p>0.05) with seawater temperatures of which variations were comparable with seasonal variations. It was postulated that the upwelling induced appearance of cold water enriched the nutrients, enhanced phytoplankton production and then provided better food conditions for smaller zooplankton in the near coastal part of this study area. In this context it was postulated that zooplankton distribution in the upwelling area might be controlled by food condition rather than seawater temperatures in spite of the large temperature variations caused by the appearance of cold water.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.7 no.3
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• pp.171-180
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• 2002

The temporal and spatial distributions of phosphorus have been investigated in the Gomso Bay, Korea. TP, PIP, TOP and DIP in sediment were found 548.8mg P kg$^{-1}$ , 426.1mg P kg$^{-1}$ , 122.6mg P kg$^{-1}$ , and 0.217mg P kg$^{-1}$ , respectively with a decreasing order of PIP>TOP>DIP. Any temporal or spatial trend has not been found on the distribution of TP in the sediment, except the high TP values near the mouth of Julpo-chun. We found seasonal patterns high TOP(28.90% of TP) and low TIP(71.10% of TP) in August, but low TOP(15.63% of TP) and high TIP(84.38% of TP) in November. There were three times higher DIP concentration in August than in November. Such case is probably not only due to the enhanced supply of DIP directly from the decomposition of organic matter from overlying water in summer, but also the released phosphate from the adsorbed particulate matter such as PIP under the low pH and Eh conditions at the subsurface layers of the sediment induced by the active microbial respiration of increased organic materials in summer. Primarily, the source of phosphorous from municipal sewage strongly influenced the early stage of the distribution of all the phosphorous in the Gomso tidal flat. Notwithstanding, through the processes of diagenesis in sediment, water temperature and organic contents probably functioned as the key parameters to control the temporal distributions of TOP, TIP and DIP in the Gomso tidal flat.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.5
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• pp.583-592
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• 2016

IMO (International Maritime Organization) in the UN (United Nations) set up that aim at reducing $CO_2$ emission from ship by up to 30 percent until 2030. The final purpose of this study is the development of marine thermoelectric generation system using waste heat from vessel of internal combustion engines. Before the development of marine thermoelectric generation system, this paper carried out the fundamental heat analysis of marine thermoelectric generation system. It was able to obtain the valuable results about the efficiency improvement of the thermoelectric generation system. The results is as follows : 1) It was confirmed that the efficiency of thermoelectric generation system improves to 8.917 % with increasing the temperature difference of peltier module by reducing the temperature difference between peltier module and heat source at the hot side. 2) System efficiency according to change in the external load resistance was confirmed that the change width of about 6 % which does not significantly occur. 3) System efficiency in the case stainless steel at the same condition is 8.707 %. System efficiency could be confirmed that the stainless steel is higher than duralumin (8.605 %), copper (8.607 %).