• Journal of the Korean Society for Marine Environment & Energy
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• v.19 no.1
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• pp.1-6
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• 2016

Ballast water in ship operation is essential for a safe voyage. However ballast water can contain unwanted organisms that are the cause of disturbing the ecosystem by the transfer of potential invasive species. To prevent the destruction of the environment, the International Convention for the Control and Management of Ship's Ballast Water and Sediments(BWM Convention) was adopted in 2004. BWMS (Ballast Water Management System) has been developed to prevent the transportation of organisms to another region in order to fulfill the requirements IMO (International Maritime Organization) regulations. Nowadays there are about 50 approved Ballast Water Management Systems of various types globally. The most common BWMS types are UV (Ultra Violet), Electrolysis and Ozone. Among these types there are many difficulties in determining the optimum type of BWMS which can be suitable for the user and designer's requirements. The main objective of this research is to select the best BWMS type by using AHP. To apply AHP, the most important criteria for the BWMS development are derived by users and designers. From our results, we can give a guide BWMS type to the developers of BWMS.

• Journal of Environmental Science International
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• v.24 no.11
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• pp.1485-1491
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• 2015

There are two treatment processes that are currently applied to ships are the biological treatment process using the activated sludge and the electrochemical treatment. However, neither of them are able to remove both nitrogen and phosphorus due to their limited ability to remove organic matters, which are main causes of the red tide. This study was conducted to identify the characteristics of nitrogen removal factors from manure wastewater by replacing the final settling tank in SBR (Sequencing Batch Reactor) process and applying immersion type hollow fiber membrane. SBR process is known to have an advantage of the least land requirement in special environment such as in ship and the immersion type hollow fiber membrane is more stable in water quality change. As the result, the average in the cases of DO (Dissolved Oxygen) is 2.9(0. 6~3.9) mg/L which was determined to be the denitrifying microorganism activity in anaerobic conditions. The average in the cases of ORP (Oxidation Reduction Potential) is 98.4~237.3 mV which was determined to be the termination of nitrification since the inflection point was formed on the ORP curve due to decrease in the stirring treatment after the aeration, same as in the cases of DO. Little or no variation in the pH was determined to have positive effect on the nitrification. T-N (Total Nitrigen) removal efficiencies of the finally treated water were 71.4%, 72.3% and 66.5% in relatively average figures, thus was not a distinct prominence. In being applied in ships in the future, the operating conditions and structure improvements are deemed necessary since the MEPC (Marine Environment Protection Committee). 227(64) ship sewage nitrogen is less than the standard of 20 Qi/Qe mg/L or the removal rate of 70%.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.785-795
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• 2018

The International Maritime Organization (IMO) has recognized the risk of hull fouling and announced '2011 Guidelines for the control and management of ship's biofouling to minimize the transfer of invasive aquatic species'and is planning international regulations to enforce them in the future. In this study, to effectively respond to future international regulation, we introduce the case of leading countries related to management of hull fouling and also investigate environmental risk assessment techniques for in-water cleaning. Australia and New Zealand, the leading countries in hull fouling management, have established hull fouling regulations through biological and chemical risk assessment based on in-water cleaning scenarios. Most European countries without their government regulation have been found to perform in-water cleaning in accordance with the IMO's hull fouling regulations. In the Republic of Korea, there is no domestic law for hull fouling organisms, and only approximately 17 species of marine ecological disturbance organisms, are designated and managed under the Marine Ecosystem Law. Since in-water cleaning is accompanied by diffusion of alien species and release of chemical substances into aquatic environments, results from biological as well as chemical risk assessment are performed separately, and then evaluation of in-water cleaning permission is judged by combining these two results. Biological risk assessment created 40 codes of in-water cleaning scenarios, and calculated Risk Priority Number (RPN) scores based on key factors that affect intrusion of alien species during in-water cleaning. Chemical risk assessment was performed using the MAMPEC (Marine Antifoulant Model to Predict Environmental Concentrations), to determine PEC and PNEC values based on copper concentration released during in-water cleaning. Finally, if the PEC/PNEC ratio is >1, it means that chemical risk is high. Based on the assumption that the R/V EARDO ship performs in-water cleaning at Busan's Gamcheon Port, biological risk was estimated to be low due to the RPN value was <10,000, but the PEC/PNEC ratio was higher than 1, it was evaluated as impossible for in-water cleaning. Therefore, it will be necessary for the Republic of Korea to develop the in-water cleaning technology by referring to the case of leading countries and to establish domestic law of ship's hull fouling management, suitable for domestic harbors.

• Journal of the Korean Society for Marine Environment & Energy
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• v.9 no.4
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• pp.193-202
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• 2006

The Consultative Meeting of the Convention on the Prevention of Marine Pollution by Dumping of Wastes and other matter, 1972 (London Convention 1972) has requested to International Maritime Organization (IMO) Marine Environmental Protection Committee to collaborate and help clarify a boundary issue between International Convention for the Prevention of Pollution from Shops, 1973 as modified by the Protocol of 1978 (MARPOL) and the London Convention concerning 'dumping' versus 'discharges' during normal operations of ships in 2004, and subsequently established a Joint London Convention/MEPC Correspondence Group. The Contracting Parties to London Convention expressed their environmental concerns on the broad interpretation of the "cargo-associated wastes" by the States, which could be discharged by ships under MARPOL. Regulatory regimes for the cargo residues appear to vary among states. Some countries require fur ships to discharge their cargo wastes into the port reception facility and IMO also recommends doing so. This paper examines the related current national and international legal texts for the regulation of disposal of wastes from ships in order to analyze the current global concern on the marine pollution associated with waste discharge during operations of ships. In particular, we attempt to evaluate the likely marine environmental consequences arising from the disposal of cargo residue using an hypothetical case for the coal cargo residue among bulk cargos in this paper, since location, magnitude and frequency of the discharge of coal cargo residues into the sea adjacent to Korean Peninsula are not readily available. The cargo residues may be discharged to the sea according to MARPOL 73/78; however, its marine environmental consequences can be significant depending upon the characteristics and amounts of wastes to be discharged. Also the public tolerance of the environmental consequences would be widely different among nations. Multilateral environmental agreements, in general, more strictly apply their rules if there are other options to disposal at sea, i.e. port reception facility in this case. Therefore, port reception facilities for the wastes generated by ships are recommended to be further constructed in major national ports in order to reduce the risk of environmental damages during the operations of ships.

• Journal of the Korean Society for Marine Environment & Energy
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• v.16 no.3
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• pp.202-210
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• 2013

As incomes increase, interest in ocean leisure picks up. As a result, a lot of research and developments on hull form design and production of planing boats, mostly used for ocean leisure, are needed. Analysis in researches on resistance of planing boats shows that resistance characteristic of planing boats is different from resistance characteristic of general boats because the former is fast, and its wetted surface is very small. Using Savitsky formula widely used in the calculation of effective horse power in shipbuildingyards, and propulsion system and engine manufacturers, this study calculated total resistance of a research planing boat. Then it analyzed the flow characteristics of the planing boat through theoretical analysis and wind tunnel experiment, and computed air resistance and lift force by changes of speed and trim angle. It also compared and analyzed result of theoretical analysis and experiment of the ratio of air resistance to total resistance under variations of velocity and trim angle. When the study is used to estimate more accurate effective horse power, it is expected to remedy abuses of unnecessarily installing high-powered engine. As nature disasters due to abnormal changes of weather increase, interest in greenhouse gas grows. International Maritime Organization (IMO) legislated Energy Efficiency Design Index (EEDI) and Energy Efficiency Operational Indicator (EEOI) to reduce ship greenhouse gas emissions. But this index will be applied to over 400 tons ships, small ships, emitting more greenhouse gases than larege ships per unit power, will dodge the regulations. Thus, this study indicated a problem by calculating greenhouse gas emissions of an ocean leisure planning boat (a small ship), and suggested the need for EEDI of small ships.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.5
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• pp.488-496
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• 2017

Emissions of pollutants from ship-based sources are controlled by the International Maritime Organization (IMO). Since pollutants emitted from ship may be dispersed to the land, controlling emissions from ships is necessary for efficient air quality management in Incheon, where exposure to ship-based pollution is frequent. It has been noted that the ratios of air pollutant emissions from coastal areas to inland areas are about 14% for NOx and 10% for SOx. The air quality of coastal urban areas is influenced by the number of ships present and the dispersion pattern of the pollutants released depending on the local circulation system. In this study, the dispersion of pollutants from ship-based sources was analyzed using the numerical California Puff Model (CALPUFF) based on a meteorological field established using the Weather Research and Forecasting Model (WRF). Air pollutant dispersion modeling around coastal urban regions such as Incheon should consider point and line sources emitted from both anchored and running ships, respectively. The total average NOx emissions from 82-84 ships were 6.2 g/s and 6.8 g/s, entering and leaving, respectively. The total average SOx emissions from 82-84 ships, entering and leaving, were 3.6 g/s and 5.1 g/s, respectively. The total average emissions for NOx and SOx from anchored ships were 0.77 g/s and 1.93 g/s, respectively. Due to the influence of breezes from over land, the transport of pollutants from Incheon Port to inland areas was suppressed, and the concentration of NOx and SOx inland were temporarily reduced. NOx and SOx were diffused inland by the sea breeze, and the concentration of NOx and SOx gradually increased inland. The concentration of pollutants in the area adjacent to Incheon Port was more influenced by anchored ship in the port than sea breezes. We expect this study to be useful for setting emission standards and devising air quality policies in coastal urban regions.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.30 no.4
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• pp.299-311
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• 1994

The new course distances of a ship are one of the important factors of the safety handling as the indices to indicate directly her abilities of course alteration. Recently, International Maritime Organization (IMO) exhorts that all vessels should use maneuvering booklets in which are drawn the curves of new course distances obtained from the test of measuring them and noted other maneuvering performance standard in various navigation conditions. This paper describes the method to calculate many new course distances for many rudder angles by turning circle test without observation or using other calculating methods. The main results are as follows: 1) The mean difference of the distances between two new course distances by the turning circle test and heading test of the experimental ship was about 7.7% vaules of the ones by the heading test. when her altering angles were $48^{\circ}$, $63^{\circ}$and $70^{\circ}$, using the rudder angle of $35^{\circ}$ . These new course distances were therefore found to be small in difference of those. 2) The mean difference of the distance between two new course distances by the turning circle test and the maneuvering indices of the experimental ship was about 4.5% values of the ones by the maneuvering indices, when her altering angles were $48^{\circ}$, $63^{\circ}$and $70^{\circ}$, using the rudder angle of $35^{\circ}$, these new course distances were therefore found to be small in difference of those. 3) The mean difference of the distance between two new course distances by the turning circle test and the observation of the experimental ship was about 6.1% values of the ones by the observation, when her altering angles were $48^{\circ}$, $63^{\circ}$and $70^{\circ}$, using the rudder angle of $35^{\circ}$. These new course distances were therefore found to be small in difference of those. 4) It is confirmed that many new course distances for many angles can be calculated easily by using the method of ship's simple turning circle test, without observation or using the maneuvering indices and heading test method. 5) It is considered to be helpful for the safety of ship handling to draw curves of new course distances by turning circle test and $\phi_4$ - $\phi_2 by heading test, and utilize them at sea.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.19 no.9
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• pp.2093-2099
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• 2015

To prevent damage to the cargo, monitoring and remote management for reefer containers is necessary. The currently used remote monitoring service is the Power Cable Transmission(PCT) system, which is recommended by the International Maritime Organization(IMO). However, this system is not widely used because it requires a separate PCT infrastructure and is susceptible to data loss problems. To solve this problem, this study introduces the "IoT-based reefer container management system", The proposed system which is attached to reefer container collects and transmits data on the temperature, status and location of reefer container to middleware using RS-232 communication and WCDMA/GSM communication. Middleware is store the data received in the database and provide information to user in real time through the web and mobile program. At this time, users able to change setting temperature in real time from a distant place through the web program. This study tested by transit about shipment of strawberries to monitor and analyze and check the system's overall effectiveness.

• Journal of the Korean Society for Marine Environment & Energy
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• v.10 no.3
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• pp.127-137
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• 2007

To confirm whether or not the Electrochemical Disinfection System (EDS) meet with the D-2 regulation established by IMO (International Maritime Organization), the biological treatment efficacy of the EDS was assessed using three groups of natural marine plankton (bacteria, $10-50\;{\mu}m$ and $>50\;{\mu}m$ sized organisms). Influent water was passed through the EDS under the flow velocity ($23.8\;m^3/hr$) and test design was consisted of control (no treatment) and experimental (10 ppm and 30 ppm) condition for total residual chlorine (TRC). And the biological condition of the influent water followed the standards established by the guidelines for the approval of ballast water management systems. The disinfection efficacy of the $10-50\;{\mu}m$ sized organisms (phytoplankton) was assessed by three kinds of measurements using photomicroscope, epifluorescence microscope and fluorometer (fumer Designs 10-AU). After being passed through the EDS, all motile phytoplankton lost their motility under photomicroscope, the colour of chlorophyll fluorescence fumed from red into green under epifluorescence, and the high chlorophyll fluorescence (Expt. 1: 6.95, Expt. 2: 7.11) detected by fluorometer decreased into value not detected. These results indicated phytoplankton community was totally killed after electrochemical disinfection treatment. Survivorship of the larger organisms than $50\;{\mu}m$ was determined based on the appendage's movement under a stereomicroscope. Natural assemblage collected from ambient seawater was killed shortly after being passed through the EDS, whereas some Artemia remained alive. However, no live Artemia was found after 24 hour further exposure to each TRC concentration (10 and 30 ppm) under darkness. After electrochemical treatment, the target bacteria such as aerobes, coliform and Escherichia coli were completely killed on the basis of CFU (colony forming unit) on Petrifilm plate ($3\;M^{TM}$) after 48 hr incubation. Moreover, no regrowth was found in the three groups of plankton during five days under additional exposure to the treated water. These results indicated that the disinfection efficiency of the EDS on the three groups of plankton satisfy D-2 regulation.

• Clean Technology
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• v.24 no.2
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• pp.127-134
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• 2018

To reduce the environmental pollution by $NO_x$ from ship engine, International maritime organization (IMO) announced Tier III regulation, which is the emmision regulation of ship's exhaust gas in Emission control area (ECA). Selective catalytic reduction (SCR) process is the most commercial $De-NO_x$ system in order to meet the requirement of Tier III regulation. In generally, commercial ceramic honeycomb SCR catalyst has been installed in SCR reactor inside marine vessel engine. However, the ceramic honeycomb SCR catalyst has some serious issues such as low strength and easy destroution at high velocity of exhaust gas from the marine engine. For these reasons, we design to metallic structured catalyst in order to compensate the defects of the ceramic honeycomb catalyst for applying marine SCR system. Especially, metallic structured catalyst has many advantages such as robustness, compactness, lightness, and high thermal conductivity etc. In this study, in order to support catalyst on metal substrate, coating slurry is prepared by changing binder. we successfully fabricate the metallic structured catalyst with strong adhesion by coating, drying, and calcination process. And we carry out the SCR performance and durability such as sonication and dropping test for the prepared samples. The MFC01 shows above 95% of $NO_x$ conversion and much more robust and more stable compared to the commercial honeycomb catalyst. Based on the evaluation of characterization and performance test, we confirm that the proposed metallic structured catalyst in this study has high efficient and durability. Therefore, we suggest that the metallic structured catalyst may be a good alternative as a new type of SCR catalyst for marine SCR system.