• Journal of Navigation and Port Research
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• v.30 no.1 s.107
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• pp.9-15
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• 2006

At the adjacent sea area of Busan Central Wharf, a variety of vessels, such as middle-large passenger ships, small hugh speed crafts, container ships, cargo ships and working boats as well as small miscellaneous vessels are freely sailing comparatively without special rules and marine traffic control. In this research, we analyzed traffic stream and navigational characteristics cf main traffic route based on statistics and distribution of tracks by ship's type and tonnage cf the passing vessels after conducting marine traffic survey twice using exclusive software. We examined the traffic safety of the passing vessels by classifying the sea area by each function based on the analysis about this traffic situation, and analyzing the effect by designating 'Inner passage'. We also studied the plan for the effective rearrangement cf Central Wharf considering basically the traffic safety of arrival and departure in a point of view of navigators.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2005.10a
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• pp.103-109
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• 2005

At the adjacent sea area of Busan Central Wharf, a variety of vessels, such as middle-large passenger ships, small fast sailing ships, container ships, cargo ships and working ships as well as small miscellaneous vessels are freely sailing comparatively without special steering and sailing Rules and marine traffic control because exclusive wharfs in accord with their purpose and use have been arranged in each wharf. In this research, we analyzed traffic stream and navigational characteristics of main traffic route based on statistics and distribution of tracks by ship's type and tonnage of the passing vessels after conducting marine traffic survey twice using exclusive software by targeting the sea area during the period of time. We examined the traffic safety of the passing vessels by classifying the sea area by each function based on the analysis about this traffic situation, and analyzing the effect by designating 'Buknea passage'. We also studied the plan for the effective rearrangement of Central Wharf considering basically the traffic safety oif arrival and departure in a point if view of navigators.

• Journal of Navigation and Port Research
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• v.30 no.6 s.112
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• pp.465-470
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• 2006

Nowadays, vessel's size is tending to bigger, Therefore port facilities are developed according to this trend, which has been shown in the competition of Hub-Port among the main ports such as Port of Busan and Port of Shanghai. However there are the limited number of large containerships more specifically so 70% of the total ships calling at Busan Port are small and medium sized ships which are less than 20,000 ton As a result, it is necessary to consider the handling facilities of these ships which had been disregarded The big size of facilities increases handling cost bemuse of high investment so it is possible for small and medium sized ships to have disadvantages financially and avoid calling. In this paper, we estimate the propriety of utilization of crane and labor according to the size of vessels after analyzing time value cost, reflecting the size of vessels, size and number of crane and labor structure, and container handling cost value.

• Journal of Navigation and Port Research
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• v.41 no.3
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• pp.137-148
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• 2017

Port service level is a metric of competitiveness among ports for the operating/managing bodies such as the terminal operation company (TOC), Port Authority, or the government, and is used as an important indicator for shipping companies and freight haulers when selecting a port. Considering the importance of metrics, we developed software to objectively define and manage six important service indicators exclusive to container and bulk terminals including: berth occupancy rate, ship's waiting ratio, berth throughput, number of berths, average number of vessels waiting, and average waiting time. We computed the six service indicators utilizing berth 1 through berth 5 in the container terminals and berth 1 through berth 4 in the bulk terminals. The software model allows easy computation of expected ship's waiting ratio over berth occupancy rate, berth throughput, counts of berth, average number of vessels waiting and average waiting time. Further, the software allows prediction of yearly throughput by utilizing a ship's waiting ratio and other productivity indicators and making calculations based on arrival patterns of ship traffic. As a result, a TOC is able to make strategic decisions on the trade-offs in the optimal operating level of the facility with better predictors of the service factors (ship's waiting ratio) and productivity factors (yearly throughput). Successful implementation of the software would attract more shipping companies and shippers and maximize TOC profits.

• Journal of the Society of Naval Architects of Korea
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• v.52 no.5
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• pp.395-406
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• 2015

The Ballast Water Treatment System was developed to prevent the unintended transport of unwanted organisms from one region to another as demanded by the IMO (International Maritime Organization). Although various types of BWTS in the world have been developed until now and applied to various ships, there has been no systematic basis for its selection and installation. Currently, the system selection and installation are as per ship owner’s suggestion or by easy installation point of view by the shipyard. In order to organize, systemize and solve problems related to the selection and installation of BWTS, a definitive study has been performed to come up with the best alternative to derive value and criteria which were to be met for vessels which are to be equipped with BWTS. Multiple criteria were compared alongside each other during the course of this study. Accordingly an AHP (Analytic Hierarchy Process) analysis method for A, B and C companies were done for container ships with size 10,000 TEU and above. Equipment type for “A” company is “Filter, UV & TiO2” combined type. For “B” company it is “Filter & UV” combined type. Finally for “C” company it is “Electrolysis” type. Henceforth, the results of this study aims to come up with the optimum way to select the best and the most suitable BWTS for a certain vessel.

• Fire Science and Engineering
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• v.21 no.3
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• pp.78-83
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• 2007

Diesel, a kind of petroleum, which is used in vehicles, vessels, boilers etc causes great damage when a fire happens, because it has higher caloric value than gasoline or kerosene has at burning. Therefore, pool fire experiment was carried using diesel which is sold on the gas station and radiation heat flux that occurs from flame and inner temperature of flame at burning was estimated. The maximum instantaneous flame temperature of diesel was more than $900^{\circ}C$, and the average of maximum flame temperature was $800^{\circ}C$ which occurred at 0.5 H/D distance from the surface of inflammable liquid, the distance has more long that has the lower the temperature of flame. In case of radiation heat flux, it grew to vary according to the size and amount of sample. When the size of a container for experiment was 0.5 m and sample layer was 13 mm and 20 mm, the radiant heat was 92.29 kW and 117.43 kW each. When the container was 1.0 m, it was 364.35 kW and 405.88 kW each.

• Special Issue of the Society of Naval Architects of Korea
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• 2008.09a
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• pp.46-53
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• 2008

Recently, the synthetic material stern tube bush has been applied by ship owner's requirement because the synthetic material has a merit. That is to say, when stern tube seal is damaged and sea water comes into stern tube, it can work without problem because of water lubricating property. However, the material also has a demerit of temperature rise problem when some factors meets on synthetic material, for example, not sufficient lubrication oil supply and not proper shaft alignment and so on. As known in the world, the RAILKO bush is rampant for synthetic material by some ship owner because of the above mentioned reason. However, the bush has several accidents on large container vessel. Unfortunately or fortunately our yard has a chance to apply the RAILKO bush owing to requirement of specific ship owner. Therefore, it is much more required to approach the accurate shaft alignment analysis. In line with this reason, we had a shaft alignment calculation considering hull deformation and hull flexibility (hull stiffness). Also, in the calculation, we had considered dynamic condition which is reflected he propeller thrust forces and moments and oil film stiffness on the shaft alignment calculation. According to he shaft alignment calculation, bearing slope was applied on the tern tube bush and was measured. The RAILKO bush should be applied the running in procedure according to maker's recommendation for performing the oil film on the bush surface. Finally, the vessels were delivered successfully without any problem with AILKO bush as shown on his paper.

• Structural Engineering and Mechanics
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• v.52 no.3
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• pp.613-632
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• 2014

In the early design stage of ships, the two most important structural analyses are performed to identify the structural capacity and safety. The first step is called global strength analysis (longitudinal strength analysis or hull girder strength analysis) and the second step is local buckling analysis (stiffened panel strength analysis). This paper deals with the ultimate strength performance of Arctic Sea Route-going commercial ships considering the effect of low temperature. In this study, two types of structural analyses are performed in Arctic sea conditions. Three types of ship namely oil tanker, bulk carrier and container ship with four different sizes (in total 12 vessels) are tested in four low temperatures (-20, -40, -60 and $-800^{\circ}C$), which are based on the Arctic environment and room temperature ($20^{\circ}C$). The ultimate strength performance is analysed with ALPS/HULL progressive hull collapse analysis code for ship hulls, then ALPS/ULSAP supersize finite element method for stiffened panels. The obtained results are summarised in terms of temperature, vessel type, vessel size, loading type and other effects. The important insights and outcomes are documented.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.7
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• pp.941-947
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• 2017

Increasing marine transportation of dangerous goods using containers causes fire accidents on ships due to leakage of dangerous materials. In IMO (MSC.93), all vessels that are to be loaded five or more containers on weather deck area after 1 January 2016 are required to have a fire extinguishing system called Water Mist Lance (WML) on board. In this study, numerical analysis is performed to design WML with optimal edge radius of curvature using LS-DYNA. The analysis results for the three models with 10 mm, 15 mm and 20 mm lengths of the edge part showed that the only model with 15 mm length penetrated the wall of the container and did not cause damage to the edge of the WML. In the future, based on the results of this study, we will make a WML of prototype and conduct a performance test. And we will continue to improve the problems.

• Transactions of the Korean Society of Pressure Vessels and Piping
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• v.16 no.1
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• pp.110-116
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• 2020

As the management plan for domestic spent nuclear fuel is delayed, the storage of the operating nuclear power plant is approaching saturation, and the Kori 1 Unit that has reached its end of operation life is preparing for the dismantling plan. The first stage of dismantling is the transfer of spent nuclear fuel stored in storage at plants. The spent fuel management process leads to temporary storage, interim storage, reprocessing and permanent disposal. In this paper, the technical issues to be considered when transporting spent fuel in this process are summarized. The spent fuels are treated as high-level radioactive waste and strictly managed according to international regulations. A series of integrity tests are performed to demonstrate that spent fuel can be safely stored for decades in a dry environment before being transferred to an intermediate storage facility. The safety of spent fuel transport container must be demonstrated under normal transport conditions and virtual accident conditions. IAEA international standards are commonly applied to the design of transport containers, licensing regulations and transport regulations worldwide. In addition, each country operates a physical protection system to reduce and respond to the threat of radioactive terrorism.