• Journal of Advanced Marine Engineering and Technology
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• v.33 no.6
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• pp.952-958
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• 2009

The International Maritime Organization (IMO) has adopted the ballast water management convention at a diplomatic conference in early 2004 that all ships should be equipped with a treatment system from 2010 gradually. In this paper, the disinfection characteristic of ultra-violet (UV) rays was studied and a ballast water treatment system (BWTS) which can treat $50m^3$/h sea water was manufactured. The system consists of a disinfection chamber with six 3.5 kW UV lamps which are operated by magnetic ballasts, a programmable logic controller (PLC) and set of pipe lines. The biological disinfection efficacy of the prototype BWTS was evaluated following the IMO rules using zooplankton such as Artemia and Rotifer species for the size over $50{\mu}m$, and phytoplankton such as Tetraselmis and Thalassiosira species for the size between 10 to $50{\mu}m$. From the experimental results, the disinfection efficacy was 99.99 % that meets the IMO requirement. However, more studies on an energy saving system are needed because the consumption power of the prototype system is as high as over 21 kWh for $50m^3$/h.

• Journal of the Korean Society for Marine Environment & Energy
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• v.15 no.3
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• pp.219-226
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• 2012

The International Maritime Organization (IMO) adopted the International Convention for the Control and Management of Ships' Ballast Water and Sediments in 2004 to prevent the transfer of aquatic organisms via ballast water. Thirty-four ballast water treatment systems were granted IMO active substance basic approval, among which twenty systems were granted final approval. This paper is an in-depth consideration of the mechanism principles of the treatment systems that received active substance basic or final approval from IMO, and on the concentration of Total Residual Oxidant (TRO). The TRO maximum allowable discharge concentration was reduced by neutralization equipment, resulting with a concentration lower than 0.2 ppm. However, between various treatment systems TRO maximum allowable dosage showed large differences, ranging from 1 to 15 ppm. The discrepancies of treatment allowable dosage concentration between different treatment systems are largely due to the properties of species and water conditions such as the temperature and turbidity, rather than the characteristics of treatment systems and the type or presence of filters etc.

• Journal of the Korean Society for Marine Environment & Energy
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• v.12 no.4
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• pp.284-288
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• 2009

The International Convention for the Control and Management of Ships Ballast Water & Sediments was adopted by consensus at a diplomatic conference of IMO at 2004. To prepare the Ballast Water Management Convention, fundamental technologies such as treatment system, type approval, risk assessment and various technical informations for formulation of the regulation for national strategy shall be developed. The information item of voyage and discharge of ship's ballast water are gathered by visiting vessel and agent at port. Using the 97 results by ships type characteristic analysis on the relation between loading/unloading and discharge/uptake of ballast water, the amounts of discharge/uptake of ballast water at each port and all of country in Korea are predicted. Hence, It is apparent that the uptake of ballast water is predicted to about 70 million ton in total of Busan, Incheon, Kwangyang and Ulsan ports at 2006 which is over 3 times than discharges.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.10
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• pp.1054-1061
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• 2015

The International Maritime Organization (IMO) has been regulating emissions by making mandatory the compliance with institutions aimed at protecting air quality such as the Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP) and Tier III. Under the circumstances, one of the response measures considered to be the most feasible is the replacement of existing marine fuel with Liquefied Natural Gas (LNG). The industry has been preemptively building infrastructure and developing and spreading engine technology to enable the use of LNG-fueled ships. The IMO, in turn, recently adopted the International Code of Safety for Ships Using Gases or Other Low-Flash-Point Fuels (IGF Code) as an institutional measure. Thus, it is required to comply with regulations on safety-related design and systems focused on response against potential risk for LNG-fueled ships, in which low-flash-point fuel is handled in the engine room. Especially, the Standards of Training, Certification and Watchkeeping (STCW) Convention was amended accordingly. It has adopted the qualification and training requirements for seafarers who are to provide service aboard ships subject to the IGF Code exemplified by LNG-fueled ships. The expansion in the use of LNG-fueled ships and relevant facilities in fact is expected to increase demand for talents. Thus, the time is ripe to develop methods to set up appropriate STCW training courses for seafarers who board ships subject to the IGF Code. In this study, the STCW Convention and existing STCW training courses applied to seafarers offering service aboard ships subject to the IGF Code are reviewed. The results were reflected to propose ways to design new STCW training courses needed for ships subject to the IGF Code and to identify and improve insufficiencies of the STCW Convention in relation to the IGF Code.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2009.10a
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• pp.682-685
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• 2009

유럽 국가들이 해양환경 오염의 심각성을 인식하여 1972년 최초로 해양투기를 규제하기 위한 지역협정인 오슬로 협약(Oslo Dumping Convention)을 체결하게 되었다. 이를 모체로 하여 런던에서 범세계적인 규제의 필요성이 제기되어 국제협약인 런던협약(London Convention)이 1972년에 체결되었다. 그 후 1990년대에 들어 런던협약 당사국들은 협약을 보다 근본적으로 개정할 필요가 있다는데 의견을 같이 하게 되었다. 1993년 제1차 개정그룹회의 이후 3년간의 작업 끝에 1996년 11월 7일 IMO 본부에서 열린 특별회의에서 1996년 의정서('96 의정서)가 채택됨으로써 협약의 전면적인 개정작업이 완성되었다. 우리나라는 2009년 1월 22일 가입하였으며 2009년 2월 21일에 발효되었다. 이에 따라서 우리나라는 폐기물 해양배출량을 지속적으로 감축하고자 노력 중이다. 본 논문에서는 폐기물 해양배출의 감축과 관리를 보다 효율적으로 하기 위하여 필요한 기술개발과 시스템 구축, 그리고 정부 및 지방자체단체의 정책수립과 법률개정을 위한 자료를 제공하고자 한다.

• Journal of Navigation and Port Research
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• v.41 no.3
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• pp.79-86
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• 2017

Ballast water filled into and discharged from the ballast tank of a ship has a negative impact on local marine environment due to various aquatic organisms contained therein. The IMO developed and adopted "The International Convention for the Control and Management of Ships Ballast Water and Sediments, 2004" with the purpose of protecting the marine environment from transfer of harmful aquatic organisms in ballast water carried by ships. The IMO BWM Convention was approved in September 2016 and ships must be equipped with ballast water management system after September 2017. Ships' ballast water treatment methods are divided into using active substances as electrolytic type, ozone type, chemical dosing type and using physical treatment type as filter type, ultraviolet type. It is also used with a combination of two methods. Electrolysis is superior in terms of cost and efficiency. In this study, basic principles, components, and land base test contents of electrolysis ballast water treatment system, a direct electrolyzed ballast water treatment system, were examined. Land base test was conducted with 300m3/h capacity device at the KIOST Geoje plant where the government test facility was installed. This test validated that the system meets IMO standards.

• Journal of Fisheries and Marine Sciences Education
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• v.29 no.2
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• pp.503-512
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• 2017

Over the past few years, as maritime trade and traffic were highly expanding, problem of invasive species via ballast water have been raised. In 1988, Canada and Australia had firstly experience that unexpected and hazardous species were observed on their own sea, they have issued the problem to MEPC under the IMO. At the end of many years of discussion, on the diplomatic conference in 13 Feb. 2004, "International Convention for the Control and Management of Ballast Water and Sediments of the Ship" was adopted. Requirements for entering into force of this Convention is that 30 countries ratify and world merchant marine fleet is more than 35% and BWM Convention will be effected after 12months from date satisfying conditions. With Finland ratifying the BWM Convention on 8 Sep. 2016, the fleet amounted to 35.1441% and ratification country became 52 countries. Therefore, after 12month, BWM Convention will be formally effected on 8 Sep. 2017. Ballast Water Treatment System is to be fitted in new ships as well as existing ships. Thus, there are concerns of ship owners to be suitably installed a variety typed BWTS in many kinds of vessels. As approaching for resolving these problems, engineering analysis was carried out research studies and detailed design to analyze to optimal installation space for retrofitting a BWTS using 3D Scanning method, targeting representative DWT 180K Bulk carrier of dry cargo vessels charged more 40% on worldwide vessel and mainly two type BWTS as electrolysis treatment type and ultra violet treatment type. Optimal design of 3D Scanning technology was applied to analyze four step process and the overall conclusion was described in this paper.

• Journal of Fisheries and Marine Sciences Education
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• v.29 no.3
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• pp.767-777
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• 2017

The purpose of this paper is to develope a training model and to make a syllabus for electro-technical officers(ETOs) on ship. In order to complete the purpose, firstly we study on qualification for electro-technical officers and also examine the foreign, domestic cases. Secondly, through the STCW convention and the IMO Model Course 7.08, we have compared the standards of competence for officers in charge of an engineering watch and ETO, and analyze the additional standards of competence to acquire the ETO's licenses. Finally, based on the results of this, we will suggest the development of a training model that officers in charge of an engineering watch must complete in order to obtain an ETO's license. This paper is expected to be useful in the educational institution preparing for training course.

• Journal of Advanced Marine Engineering and Technology
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• v.34 no.3
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• pp.391-398
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• 2010

This study is currently giving priority to developing the ballast water treatment system using ozone(Ozone BWTS). The Ozone BWTS, were equipped on the real merchant vessel named as M. V. Hyundai Hong Kong to carried out shipboard tests of ballast water treatment system in accordance with orders of IMO G8 Guidelines. The study results show that the Ozone BWTS is capable of meeting the Ballast Water Performance Standard under Regulation D-.2 of the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, and also the more stringent standards being proposed under US legislation.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2011.11a
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• pp.13-15
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• 2011

This report represents analysis of the maritime casualty in terms of Bridge Resource Management. We evaluate the attitudes and knowledge of bridge officer regarding human factors issues that have been identified as causal to mishaps in high-risk situations. So to reduce human errors our goal is to establish effective officer resource management (ORM) program which is based on all subjects for cadets in IMO model course. In harmonization with STCW(The International Convention on Standards of training, Certification and Watch-keeping for Seafarers), as the result, the curriculumss in the maritime education institutions is surveyed to improve our education system and then reduce the human errors by mariners at sea.