• Journal of the Korean Society of Marine Environment & Safety
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• v.19 no.6
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• pp.658-665
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• 2013

In this study, we measured particulate matter(PM) which emerged as the hot issue from the International Maritime Organization(IMO) and the exhaust emission using HANBADA, the training ship of Korea Maritime University. In particular, the PM was obtained with TEM grid. PM structure was observed by electron microscopy. And exhaust gases such as NOx, $CO_2$, and CO were measured using the combustion gas analyzer(PG-250A, HORIBA). The results of this study are as follows. 1) When the ship departed from the port, the maximum difference in PM emissions were up to 30 % due to the Bunker Change. 2) Under the steady navigation, emission of PM was $1.34mg/m^3$ when Bunker-A is changing L.R.F.O(3 %). And, at the fixed L.R.F.O (3 %), emission of PM was $1.19mg/m^3$. When the main engine RPM increased up to 20 % with fixed L.R.F.O(3 %), emission of PM was $1.40mg/m^3$. When we changed to low quality oil(L.R.F.O(3 %)), CO concentration from main engine increased about 16 %. On the other hand, when the main engine RPM is rising up to 20 %, CO concentration is increased more than 152 percent. These results imply that the changes of RPM is a dominant factor in exhaust emission although fuel oil type is an important factor. 3) The diameter of PM obtained with TEM grid is about $4{\sim}10{\mu}m$ and its structure shows porous aggregate.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.420-428
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• 2019

Although marine structures are a risk factor interfering with the passage of ships, there are no obvious guidelines on the required safety distance between ships and marine structures under regulations and laws. In this study, the width of the shipping route width was set based on the AIS data to analyze the separation distance between marine structures and ships, and the ships were classified by the length of each ship. By analyzing the distribution at marine structures, this study confirmed that the ships' traffic volume was in the form of normal distribution. To statistically analyze the separation distance between the traffic distribution results and the normal distribution of ships in this study, the traffic pattern analysis around the marine structures was performed. As a result, the traffic pattern was different by length and the recommended safety distance for each length is presented accordingly. Referring to the IMO (International Maritime Organization) the standard turning circle and reference of safety separation distance between ships and offshore wind turbines of the CESMA (Confederation of European Shipmasters' Associations) and P IANC (World Association for Waterborne Transport Infrastructures), the analysis was conducted on ships that did not follow the set distance among the AIS data by setting the distance within the recommended ship safety distance to 5-7 overall length. As a result, the 5.5 length over all of the safety recommendations were selected as appropriate, and based on the above results, the two cases recommending ship safety distance were proposed.

• Journal of Welding and Joining
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• v.34 no.3
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• pp.47-51
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• 2016

Recently, the market of liquefied natural gas is growing in accordance with shale gas development and environmentally friendly policies. Also, LNG is in the spotlight as an alternative fuel to previously used fossil fuel and the fuel for the ship to meet emission standards which takes effected by IMO (International Maritime Organization). According to growth of LNG, LNG carriers needs are also expected to increase significantly. This study investigates low cycle fatigue (LCF) performance of 304L stainless steel weldments to investigate fatigue performance in plastic strain region. 304L stainless steel is known to have improved fatigue performance at cryogenic conditions. LCF behavior are investigated by a strain-controlled condition up to 1% strain range and conducted with three different thickness (3mm, 5mm, 10mm). Also, test were performed with three different strain ratio R such as R = -1, -0, 0.5, Finally, the fatigue design curve for 304L stainless steel weldments at room tem- perature are proposed. Considering all test conditions, it is shown that LCF performance have similar tendency regardless of thickness and strain ratio. LCF design curve of 304L stainless steel weldments are lower than 304L stainless steel base metal.

• Ocean and Polar Research
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• v.42 no.2
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• pp.171-178
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• 2020

R/V EARDO, commissioned in 1992, has successfully carried out ocean research campaigns in Korean jurisdictional and adjacent waters, including continental margins and coastal zones within the Korean Exclusive Economic Zone (EEZ), for 29 years. However, it will soon be reaching the end of its useful service life. A replacement for R/V EARDO is urgently needed to ensure the safety of vessel itself and its crews, and efficient ship operation and maintenance, as well as to meet modern scientific mission requirements (SMRs). Basic specifications for a replacement ship have been devised and reviewed over the past nine months. A test of the proposed hull form was also performed. The total tonnage of the proposed vessel is approximately 740 tons, and the overall length and width are 62.0 and 11.6 m, respectively. The new ship will thus be 73% larger than the current R/V EARDO; in particular, the research workspace will be 4.4 times larger. The major design priorities are the propulsion system, efficiency of radiated noise and vibration control, and the dynamic positioning system. An environmentally friendly emission system, meeting International Maritime Organization (IMO) Tier III regulations, will be installed in the third exhaust pipe. Various wet and dry lab spaces as well as 32 different scientific instruments have also been considered in the ship design.

• Journal of the Korean Institute of Gas
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• v.22 no.3
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• pp.45-52
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• 2018

As guidelines for exhaust gases of ship are reinforced by the International Maritime Organization, the necessity for LNG fuelled ship is emerging. The relevant research is actively progressing to develop technologies and promote commercialization. When the residual quantity of LNG fuel tank is less than 70% by consuming fuel during operation, sloshing should be considered. We applied the Type C LNG fuel tank because medium sized LNG fuelled ships are difficult to equip with re-liquefaction system. Structural integrity and thermal performance are very important, especially in LNG fuel tanks that apply to LNG fuelled ship. Through this study, we proposed evaluation procedure of thermal performance for the Type C LNG tank, and verified the validity and effectiveness of BOR(Boil-Off Rate) test Procedure by comparing and analyzing changes in temperature, pressure, BOG(Boil-Off Gas).

• Journal of the Korean Institute of Navigation
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• v.14 no.3
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• pp.63-73
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• 1990

Students of the Mogpo Merchant Marine College must complete one year's shipboard training course according to IMO(International Maritime Organization) regulations as an obtaining matter of Certificate of Competency. The purpose of this shipboard training course lies int he student's acquiring practical knowledge and sill as a part of a course of study and, in the future, fostering essential adaptability and leadership, especially in bad circumstances on the sea. The shipboard training course has two kind that the students can be trained either on the training ship or on a merchant ship of the shipping company. In this paper, I only thought over the legal status of apprentice officers on the merchant ship and analyzed the problems practicably during shipboard training. This paper is made up of five chapters. The first chapter contains the purpose contents and method of this study, in the second, the meaning of shipboard practice education and training, in the third, the legal status of apprentice officers on merchant ship, in the fourth, the analysis of the provisions of the seamen act applied to apprentice officers on a merchant ship. And in the last chapter 5, the contents mentioned is summarized and directions are presented to amend the provisions of the seamen act applied to apprentice officers. The conclusions are as follows. 1.In case of shipboard training on overseas employment ship, the seamen act applied to the manning agent employing the apprentice officers should be reinforced. 2. The provisions of disembarkation in mid course by discipline of the seamen acts Article 24 should be relaxed. And the provisions in relations to seamen's duty to be a reason of discipline applied to apprentice officer among the provisions for ship's public order maintenance should be abolished. 3. The provision of repartriation completely should be applied to apprentice officers and the provisions of a journey expenditure during their embarkation or disembarkation have to be established. 4. The apprentice officers in shipboard training also need securing a basic wages provision to be criterion of an accident compensation. 5. The apprentice officers in shipboard training should not be in charge of third officer's or third engineer' study.

• 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.

• Journal of the Society of Naval Architects of Korea
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• v.52 no.6
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• pp.471-477
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• 2015

When a ship sails in a seaway, the resistance on a ship increases due to incident waves and winds. The magnitude of added resistance amounts to about 15–30% of a calm-water resistance. An accurate prediction of added resistance in waves, therefore, is essential to evaluate the performance of a ship in a real sea state and to design an optimum hull form from the viewpoint of the International Maritime Organization (IMO) regulations such as Energy Efficiency Design Index (EEDI) and Energy Efficiency Operational Indicator (EEOI). The present study considers added resistance problem of AFRAMAX-class tankers with the conventional bow and Ax-bow shapes. Added resistance due to waves is successfully calculated using 1) a three-dimensional time-domain seakeeping computations based on a Rankine panel method (three-dimensional panel) and 2) a commercial CFD program (STAR-CCM+). In the hydrodynamic computations of a three-dimensional panel method, geometric nonlinearity is accounted for in Froude-Krylov and restoring forces using simple wave corrections over exact wet hull surface of the tankers. Furthermore, a CFD program is applied by performing fully nonlinear computation without using an analytical formula for added resistance or empirical values for the viscous effect. Numerical computations are validated through four degree-of-freedom model-scale seakeeping experiments in regular head waves at the deep towing tank of Hyundai Heavy Industries.

• Journal of the Society of Naval Architects of Korea
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• v.53 no.3
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• pp.217-227
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• 2016

Recent accidents of crude oil tankers have resulted in sinking, grounding of vessels and significant levels of marine pollution. Therefore, International Maritime Organization (IMO) has been strengthening the regulations of ship maneuvering performance in MSC 137. The evaluation of maneuvering performance can be made at the early design stage; it can be investigated numerically or experimentally. The main objective of this paper was to investigate the maneuvering performance of a VLCC due to the increase of rudder force at an early design stage for low speed in shallow water conditions. It was simulated in various operating condition such as deep sea, shallow water, design speed and low speed by using the numerical maneuvering simulation model, developed using MMG maneuvering motion equation and KVLCC 2 (SIMMAN 2008 workshop). The effect of increasing the rudder force can be evaluated by using numerical simulation of turning test and ZIG-ZAG test. The research showed that, increasing the rudder force of a VLCC was more effective on improving the turning ability than improving the course changing ability especially. The improvement of turning ability by the rudder force increasing is most effective when the ship is sailing in shallow water at low forward speed.

• Journal of Welding and Joining
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• v.35 no.3
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• pp.82-87
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• 2017

Recent trends in shipbuilding and offshore industries are a huge increase in the ship size and the exploration and production of oil and natural gas in the arctic offshore region. High performance steel plates are required by these industrial trends. Also in IMO(International Maritime Organization) has begun to regulate of fuel of ship to environmental protection, therefore it is little bit difficult to use bunker-C oil to working ship. As the problem of environmental change such as global warming is emerged, the operation of the ship is considered to be involved in the environmental change problem, and the regulation of environmental pollution is gradually strengthened. As these environmental regulations are strengthened demand for LNG fuel ships is rapidly increasing. Currently, cryogenic steels used in LNG tanks include aluminum alloy, SUS 304, and 9%-Ni steel. Those steels are has high cost to construction of large LNG carrier. The new materials were suggested several steel mills to decrease construction cost and easy construction. The new cryogenic steel should be evaluate safety to applied real structure include LNG ship. Therefore, in this study, fracture toughness of weld joints were investigated with cryogenic steel for application of LNG tank.