• Journal of the Korean Geographical Society
• /
• v.28 no.3
• /
• pp.247-267
• /
• 1993

According to developing international economy since the World War II, the increase and competition of the national business is so empha-sized tht both the interest and the necessity about marine transportation playing the impor-thant role of international transportation are increased. Today, the container transportation, as called the innovation of marine transport has been prevailed since the 1970's. The purpose of this paper is to grasp the spatial structure of the hinterlands and forelands, its object is export container cargo at Pusan Export Port, as known for the transportation node of modern containerlization. In this study, for the purpose of grasping the relation between hinterlands and forelands of Korean export container cargo, first, I researched the transition of carloading about container cargo, the bistribution channel of cargo, the change of the items of container and the carlo-adings about transport route, secondly, I used the cluster analysis so as to group hinterlands according to the items of goods and forelands. The object of the analysis is container cargo of Choyang Line, Hanjin Shipping and Hyundai Merchant Marine of National Frag Carriers. The source materials used in this study are Trucking Data of Hanjin Co., Container Ren-tal Data of Samik Transport Co. and Transpor-ting Present Condition Tables of Hyundai Mer-chant Marine. 1. There are two kinds of the transport classi-fied by its form: FCL and LCL. In Pusan Con-tainer Export, a lot of textile goods, clothings and furniture, compound, electric goods, and so on are dealed with but the rate of occupation of the transport is getting lower while that of occupation of equipment, papers and agricultu-ral, mineral and livestock industry higher. 2. In 1990, the transports of container cargo in Korea consist of 7 services and round-the world lines. We can list North America lines, East-South Asian lines, Japan lines and Inter European lines, in order of the quantity of tran-sport form the largest to the smaller. We can have another list that Japan lines, North Ame-rica lines and East-South lines in order of the rate participation of national flag carriers, be-cacuse Korean foreign trade lay disproportionate emphasis on East-South Asian lines. Japan lines among them is the biggest import-export market. Since the rationlization policy of marine tran-sport in 1984, each of national flag carriers have its own lines. Hanjin Shipping predominates over North America lines, Choyang Line over New Zealand, Inter European and Austria lines and Hyundai Merchant Marine over Center-South America lines, in terms of the volume of transport. And small-to-medium sized shippers are prevailing in lines which are adjacent to Korea, Such as Japan lines and East-South Asian lines. 3. In relation to hinterlands and forelands of Choyang Line, the light industry goods, electric goods and machinary produced in Seoul and Pusan are exported to the major ports in Europe and Japan, the same produces in Suwon, Ulsan, Kumi are exported to European Ports, and those in Incheon and Kwangju Austrian and Japanese ports, and those in the rest regions to the major port in Japan. 4. In relation to hinterlands and forelands of Hanjin Shipping, the light industry goods pro-ducing in Seoul and Pusan, the electric goods and machinary in Incheon and Pyeongteck, are exported to New York and Los Angeles. Electric goods and machinary Masan, Anyang, Cheona, Cheongju and Incheon, Electric goods machinary and light industry goods in Kwangju and non mental goods in Pohang, are exported New York, Los Angeles and Oakland. 5. In relation to hinterlands and forelands of Hyundai Merchant Marine, the region of Seoul, Pusan and Incheon closely related with the main ports in U.S.A. The rest regions with Montreal. The hinterlands of export container cargo can be classified by its export items into three kinds: the large city, industrial city and the rest city. Choyang Line's forelands are European lines, Japan lines and Austria lines, and Hanjin Shipping's forelands are North America lines, and Hyundai Merchant Marine's forelands are North America lines and Japan line. 3 National flag carriers' major forelands are determined by the size of port and the shipper's convenient use of the port terminal.

• Journal of the Society of Naval Architects of Korea
• /
• v.45 no.3
• /
• pp.296-302
• /
• 2008

Recently, a mesh-size insensitive structural stress definition (structural stress method) is proposed that gives a stress state at weld toe with a relatively large mesh size. The structural stress definition is based on the elementary structural mechanics theory and provides an effective measure of a stress state in front of weld toe. In this study, a fatigue strength assessment for a side shell connection of a container vessel using both the hot spot stress and the Battelle structural stress method was carried out. A consistent approach to compute the extrapolated hot spot stress for design purpose is described and current fatigue guidance is evaluated. Fatigue strength predicted by the two methodologies, e.g. hot spot stress and structural stress approaches, at hot spot locations of a typical ship structure are compared and discussed.

• Journal of Ocean Engineering and Technology
• /
• v.37 no.2
• /
• pp.58-67
• /
• 2023

While extensive research is being conducted to reduce greenhouse gases in industrial fields, the International Maritime Organization (IMO) has implemented regulations to actively reduce CO₂ emissions from ships, such as energy efficiency design index (EEDI), energy efficiency existing ship index (EEXI), energy efficiency operational indicator (EEOI), and carbon intensity indicator (CII). These regulations play an important role for the design and operation of ships. However, the calculation of the index and indicator might be complex depending on the types and size of the ship. Here, to calculate the EEDI of two target vessels, first, the ships were set as Deadweight (DWT) 50K container and 300K very large crude-oil carrier (VLCC) considering the type and size of those ships along with the engine types and power. Equations and parameters from the marine pollution treaty (MARPOL) Annex VI, IMO marine environment protection committee (MEPC) resolution were used to estimate the EEDI and their changes. Technical measures were subsequently applied to satisfy the IMO regulations, such as reducing speed, energy saving devices (ESD), and onboard CO₂ capture system. Process simulation model using Aspen Plus v10 was developed for the onboard CO₂ capture system. The obtained results suggested that the fuel change from Marine diesel oil (MDO) to liquefied natural gas (LNG) was the most effective way to reduce EEDI, considering the limited supply of the alternative clean fuels. Decreasing ship speed was the next effective option to meet the regulation until Phase 4. In case of container, the attained EEDI while converting fuel from Diesel oil (DO) to LNG was reduced by 27.35%. With speed reduction, the EEDI was improved by 21.76% of the EEDI based on DO. Pertaining to VLCC, 27.31% and 22.10% improvements were observed, which were comparable to those for the container. However, for both vessels, additional measure is required to meet Phase 5, demanding the reduction of 70%. Therefore, onboard CO₂ capture system was designed for both KCS (Korea Research Institute of Ships & Ocean Engineering (KRISO) container ship) and KVLCC2 (KRISO VLCC) to meet the Phase 5 standard in the process simulation. The absorber column was designed with a diameter of 1.2-3.5 m and height of 11.3 m. The stripper column was 0.6-1.5 m in diameter and 8.8-9.6 m in height. The obtained results suggested that a combination of ESD, speed reduction, and fuel change was effective for reducing the EEDI; and onboard CO₂ capture system may be required for Phase 5.

• Journal of the Society of Naval Architects of Korea
• /
• v.44 no.2 s.152
• /
• pp.74-82
• /
• 2007

Recently, the erosion due to cavitation frequently occurs on a horn-type rudder of a high-speed large container carrier. It is necessary to understand the flow characteristics around a rudder in fully wetted and cavitating flow condition, and the process of generation and collapse of cavitation for a rudder design to minimize the cavity-induced erosion. The flow characteristics around a two-dimensional hydrofoil(NACA66) are investigated through the computational method utilizing a viscous flow theory applied to a cavitation model. The computational results from the viscous flow theory are verified by the comparison with the experimental results, and are compared with those from the potential flow theory. The effects of angle of attack, Reynolds number, cavitation number, and thickness ratio on the cavitating flow are also investigated.

• Journal of the Society of Naval Architects of Korea
• /
• v.52 no.5
• /
• pp.407-417
• /
• 2015

For the more accurate prediction on manoeuvring performance of a ship at initial design phase, bare hull manoeuvring coefficients were estimated by RANS(Reynolds Averaged Navier-Stokes) based virtual captive model tests. Hydrodynamic forces and moment acting on the hull during static drift and harmonic oscillatory motions were computed with a commercial RANS code STAR-CCM+. Automatic and consistent mesh generation could be implemented by using macro functions of the code and user dependency could be greatly reduced. Computed forces and moments on KCS and KVLCC 1&2 were compared with the corresponding measurements from PMM(Planar Motion Mechanism) tests. Quite good agreement can be observed between the CFD and EFD results. Manoeuvring coefficients and IMO standard manoeuvres estimated from the computed data also showed reasonable agreement with those from the experimental data. Based on these results, we could confirm that the developed virtual captive manoeuvring model test process could be applied to evaluate manoeuvrability of a ship at the initial hull design phase.

• Journal of Korea Port Economic Association
• /
• v.17 no.2
• /
• pp.29-59
• /
• 2001

This paper aims to describe port competition in East Asia and the Korean government's port strategy. In doing so, the paper provides an overview of global changes in international trade, the shipping industry and the port business. It also delineates the status of port competition in the region. Particular examples are taken from the competition among the ports of Hong Kong, Singapore, and Malaysia, as well as those of Pusan and Kwangyang, Kaohsiung, Kobe, and Shanghai and Yantian. The port competition in East Asia is reviewed and classified in two groups: north-tier competition among traditional major players, such as Kobe and Pusan, and dark horses such as Shanghai, Kwangyang and perhaps Yokohama; and south-tier competition among the three traditionally big players Kaohsiung, Hong Kong and Singapore, and the relative newcomers of Yantian in China, and Tanjung Pelepas In Malaysia. Due to the enlarging of ships and expansion of port activities, the boundary between the two tier frontiers breakdown, or they may even merge, into one grand frontier, in the foreseeable future. Although it appears that Asian ports are not being very aggressive in preparing for the future of mega-carrier in their plans, it is true that China, Korea and Taiwan are moving full steam ahead in comprehensively developing their container ports on a large scale. It therefore seems to be the perfect time for rival ports to explore a port alliance strategy to fight against the trend toward alliances between of many shipping lines.

• Journal of the Society of Naval Architects of Korea
• /
• v.36 no.2
• /
• pp.105-113
• /
• 1999

This paper resents a prediction method of natural frequencies of coupled horizontal and torsional vibration of hull girder based on design sensitivity analysis in case of the changes of system parameters. The sensitivity analysis is formulated applying the direct differentiation method and transfer matrix method. In the analysis, warping, shear deformation due to torsion and the continuity condition at the connected part of open and closed hull section are considered. Using the presented method. The affection for natural frequencies by the change of system parameters, especially cargo and added mass and their centers, is numerically investigated for a real large container carrier.

• Journal of the Society of Naval Architects of Korea
• /
• v.44 no.3 s.153
• /
• pp.228-237
• /
• 2007

The flow characteristics around a horn-type rudder behind an operating propeller of a high-speed large container carrier are studied through a numerical method in fully wetted and cavitating flow conditions. The computations are carried out in a small scale ratio of 10.00(gap space=5mm) to consider the gap effects. The Reynolds averaged Navier-Stokes equation for a mixed fluid and vapor transport equation applying cavitation model are solved. The axisymmetry body-force distribution technique is utilized to simulate the flow behind an operating propeller. The gap flow, the three-dimensional flow separation, and the cavitation are the flow characteristics of a horn-type rudder. The pattern of three-dimensional flow separation is analyzed utilizing a topological rule. The various cavity positions predicted by CFD were shown to be very similar to rudder erosion positions in real ship rudder. The effect of a preventing cavitation device, a horizontal guide plate, is also investigated.

• Journal of the Society of Naval Architects of Korea
• /
• v.54 no.2
• /
• pp.125-131
• /
• 2017

In order to develop test and performance analysis techniques for a CRP propulsion, a CRP dynamometer which can be installed inside the model ship was designed and manufactured. The object ship was the 16000TEU container carrier, which has test results for the single propeller. The design concept of the present CRP is that forward & after propellers have the same power ratio and their RPM ratio is 0.75:1. To begin with, we checked the performance of the CRP dynamometer through the calibration and then installed it inside the model ship. After the model ship setup including the design CRP and the rudder in the Large Cavitation Tunnel(LCT), a series of model tests composed of power ratio check, propeller behind wake(PBW) test, cavitation observation and pressure fluctuation tests was conducted. Through the model test and data analysis for CRP, the experimental technique was established and the improved method for CRP design was suggested.

• Journal of Advanced Marine Engineering and Technology
• /
• v.40 no.3
• /
• pp.185-190
• /
• 2016

Damages of the main engine aftmost bearing and the after stern tube bearing tend to increase due to misalignment. And as the shafting system becomes stiffer due to the large engine power, whereas the hull structure becomes more flexible due to optimization by using high tensile thin steel plates. And this is the reason that more sophisticated shaft alignments are required. In this study, the optimum shafting alignment calculation was carried out, considering the thermal expansion effect, exploiting the sensitivity index, which indicates the reasonable position of forward intermediate shaft bearing for shaft alignment. and as the main subject in this study, the elastic deformation on intermediate shaft and main engine bearings occurred by vertical load of shaft mass were examined thoroughly and analyzed allowable load of bearings, reaction influence numbers of all bearings. As the result, a reliable optimum shafting alignment was derived theoretically. To verify these results, they were referred to the engine maker's technical information of main engine installation and being used shafting alignment programs of both Korean Register of Shipping and Det Norske Veritas, their reliability were reviewed.