• Smart Structures and Systems
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• v.31 no.3
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• pp.283-299
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• 2023

Structural stability of floating platforms has long since been a crucial issue in the field of marine engineering. Excessive motions would not only deteriorate the operating conditions but also seriously impact the safety, service life, and production efficiency. In recent decades, several control devices have been proposed to reduce unwanted motions, and an attractive one is the tuned heave plate (THP). However, the THP system may reduce or even lose its effectiveness when it is mistuned due to the shift of dominant wave frequency. In the present study, a novel adaptive tuned heave plate (ATHP) is proposed based on inerter by adjusting its inertance, which allows to overcome the limitation of the conventional THP and realize adaptations to the dominant wave frequencies in real time. Specifically, the analytical model of a representative semisubmersible platform (SSP) equipped with an ATHP is created, and the equations of motion are formulated accordingly. Two optimization strategies (i.e., J₁ and J₂ optimizations) are developed to determine the optimum design parameters of ATHP. The control effectiveness of the optimized ATHP is then examined in the frequency domain by comparing to those without control and controlled by the conventional THP. Moreover, parametric analyses are systematically performed to evaluate the influences of the pre-specified frequency ratio, damping ratio, heave plate sizes, peak periods and wave heights on the performance of ATHP. Furthermore, a Simulink model is also developed to examine the control performance of ATHP in the time domain. It is demonstrated that the proposed ATHP could adaptively adjust the optimum inertance-to-mass ratio by tracking the dominant wave frequencies in real time, and the proposed system shows better control performance than the conventional THP.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.06a
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• pp.317-318
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• 2022

In accordance with global decarbonization, optimization and productivity improvement using digital twin are being sought, and software development for optimizing ship and marine energy operation is accelerating by selecting digital twin as a future core technology. In order to reduce the operating cost of ships and strengthen the competitiveness of the shipbuilding industry due to the international strengthening of regulations on carbon emissions, it is necessary to predict the carbon emission of ships in advance and provide a carbon reduction operation solution. A plan was carried out for the development of open digital platform technology and the establishment of an environment to support the securing of carbon transparency of the ship and offshore system.

• KSII Transactions on Internet and Information Systems (TIIS)
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• v.18 no.4
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• pp.922-937
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• 2024

Maritime activities are on the rise, there is a growing demand for high-quality communication services that can cover larger areas. However, the transmission of high data rates to maritime users is challenging due to path loss from land base stations, which limits the transmission power. To overcome this challenge, researchers have been exploring the use of buoys in a marine environment as relays for communication technology. This paper proposes a simulation-based approach to investigate the impact of various beamwidths on communication performance when using a buoy as a relay. The objective is to determine the optimal beamwidth that yields the highest data rate for the target location. The approach is based on an offshore wave model where the direction of the buoy changes according to the height of the wave. The study investigates the performance of the relay in the downlink situation using receive beamforming, and the capacity at the user in the three-hop situation is verified using an amplify-and-forward (AF) relay that uses transmit beamforming to the user. The simulation results suggest that the beamwidth of the relay should be adjusted according to the wave conditions to optimize the data rate and relay position that satisfies a data rate superior to the direct path to the target position. Using a buoy as a relay can be a promising solution for enhancing maritime communications, and the simulation-based approach proposed in this paper can provide insights into how to optimize beamwidth for effective communication system design and implementation. In conclusion, the study results suggest that the use of buoys as relays for maritime communication is a feasible solution for expanding coverage and enhancing communication quality. The proposed simulation-based approach provides a useful tool for identifying relay beamwidths for achieving higher data rates in different wave conditions. These findings have significant implications for the design and deployment of communication systems in maritime environments.

• The Journal of the Convergence on Culture Technology
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• v.10 no.1
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• pp.363-368
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• 2024

Steel structures used in marine environments, such as ships, offshore structures or sub-structures in wind power generation facilities are prone to corrosion. In this study, the corrosion fatigue crack propagation characteristics due to the environmental load are examined by experiment at -1050 mV vs. SCE, which is equivalent to the anti-corrosion potential of zinc anodes that are widely used as sacrificial anodes. In this study, for this purpose, an experimental study is conducted on the effect of cathodic protection on the propagation of fatigue cracks in the seawater environment under the condition of -1050 mV vs. SCE, considering the wave period in synthetic seawater. Cathodic protection prevents corrosion; however, excessive protection generates hydrogen through chemical reactions as well as calcareous deposits. The fatigue crack propagation rate appeared to be faster than the rate in a seawater corrosion environment at the early stages of the experiment. As the crack length and stress intensity factor K increased, the crack propagation rate became slower than the fatigue crack propagation rate in seawater. However, the crack growth rate was faster than that in the atmosphere.

• The Korean Journal of Petroleum Geology
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• v.4 no.1_2 s.5
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• pp.27-39
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• 1996

In the Cretaceous, the Gulf Coast Basin evolved as a marginal sag basin. Thick clastic and carbonate sequences cover the disturbed and diapirically deformed salt layer. In the Cretaceous the salinities of the Gulf Coast Basin probably matched the Holocene Persian Gulf, as is evidenced by the widespread development of supratidal anhydrite. The major Lower Cretaceous reservoir formations are the Cotton Valley, Hosston, Travis Peak siliciclastics, and Sligo, Trinity (Pine Island, Pearsall, Glen Rose), Edwards, Georgetown/Buda carbonates. Source rocks are down-dip offshore marine shales and marls, and seals are either up-dip shales, dense limestones, or evaporites. During this period, the entire Gulf Basin was a shallow sea which to the end of Cretaceous had been rimmed to the southwest by shallow marine carbonates while fine-grained terrigengus clastics were deposited on the northern and western margins of the basin. The main Upper Cretaceous reservoir groups of the Gulf Coast, which were deposited in the period of a major sea level .rise with the resulting deep water conditions, are Woodbinefruscaloosa sands, Austin chalk and carbonates, Taylor and Navarro sandstones. Source rocks are down-dip offshore shales and seals are up-dip shales. Major trap types of the Lower and Upper Cretaceous include salt-related anticlines from low relief pillows to complex salt diapirs. Growth fault structures with rollover anticlines on downthrown fault blocks are significant Gulf Coast traps. Permeability barriers, up-dip pinch-out sand bodies, and unconformity truncations also play a key role in oil exploration from the Cretaceous Gulf Coast reservoirs. The sedimentary sequences of the major Cretaceous reseuoir rocks are a good match to the regressional phases on the global sea level cuwe, suggesting that the Cretaceous Gulf Coast sedimentary stratigraphy relatively well reflects a response to eustatic sea level change throughout its history. Thus, of the three main factors controlling sedimentation (tectonic subsidence, sediment input, and eustatic sea level change) in the Gulf Coast Basin, sea-level ranks first in the period.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.3 no.4
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• pp.234-248
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• 1998

Seven box cores from the disposal areas located in the southern part of the East Sea (Stations Band B') and in the offshore to the east of Pusan (Stations J and J'), and from their surrounding areas (Stations J2, J6 and H) were collected to investigate the effect of dumped wastes on the foraminiferal assemblages. The species diversity indices [S, H(S), E] of foraminifera and the total number of foraminifera show significant differences between the ocean waste disposal areas and their adjacent areas. Ocean waste disposal areas located in southern part of the East Sea (Stations Band B') show not only smaller number of foraminifera species but also lower values of coarse fraction content in the sediment and the number of benthic and planktonic foraminifera than the surrounding areas. Another ocean disposal area located offshore Pusan (Station J') contains abnormally greater number of planktonic (approximately 300 000 individuals/lO g dried sediment) and benthic (approximately 300, 000 individuals/10 g dried sediment) foraminifera compared to those of the adjacent areas. The waste dumped at Station J' probably acts as a nutrient causing the greater number of foraminifera. Station J shows low species diversity indices [S, H(S)]. The number of benthic foraminifera decreases from the surface to the downcore at Station J, which indicates that Station J is under stress. However, Stations J', J2 and J6 are under stable conditions as evidenced by the greater species diversity indices [S, H(S)] compared to other stations. No foraminifera were found with biological disease or abnormal chambers, which commonly occur in extremely stressed environment, in both the ocean disposal and adjacent areas. The organic matter decay of the wastes dumped in the study areas has not made the bottom water corrosive.

• Journal of the Korean earth science society
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• v.41 no.6
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• pp.617-629
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• 2020

Sea surface temperature (SST), which plays an important role in climate change and global environmental change, can be divided into skin sea surface temperature (SSST) observed by satellite infrared sensors and the bulk temperature of sea water (BSST) measured by instruments. As sea surface temperature products distributed by many overseas institutions represent temperatures at different depths, it is essential to understand the relationship between the SSST and the BSST. In this study, we constructed an observation system of infrared radiometer onboard a marine research vessel for the first time in Korea to measure the SSST. The calibration coefficients were prepared by performing the calibration procedure of the radiometer device in the laboratory prior to the shipborne observation. A series of processes were applied to calculate the temperature of the layer of radiance emitted from the sea surface as well as that from the sky. The differences in skin-bulk temperatures were investigated quantitatively and the characteristics of the vertical structure of temperatures in the upper ocean were understood through comparison with Himawari-8 geostationary satellite SSTs. Comparison of the skin-bulk temperature differences illustrated overall differences of about 0.76℃ at Jangmok port in the southern coast and the offshore region of the eastern coast of the Korean Peninsula from 21 April to May 6, 2020. In addition, the root-mean-square error of the skin-bulk temperature differences showed daily variation from 0.6℃ to 0.9℃, with the largest difference of 0.83-0.89℃ at 1-3 KST during the daytime and the smallest difference of 0.59℃ at 15 KST. The bias also revealed clear diurnal variation at a range of 0.47-0.75℃. The difference between the observed skin sea surface temperature and the satellite sea surface temperature showed a mean square error of approximately 0.74℃ and a bias of 0.37℃. The analysis of this study confirmed the difference in the skin-bulk temperatures according to the observation depth. This suggests that further ocean shipborne infrared radiometer observations should be carried out continuously in the offshore regions to understand diurnal variation as well as seasonal variations of the skin-bulk SSTs and their relations to potential causes.

• Journal of the Korean Society of Marine Environment & Safety
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• v.17 no.4
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• pp.301-306
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• 2011

This study was determined to analysis the characteristics of water mass in the Bottol Bada, Yeosu in August, 2010 based on the data from the distribution of water temperature and salinity. Sampling was carried out a total of three times (i.e. July 29, August 13, and August 30, 2010) and performed at three stations. Observation was done during the period of time 10:00-15:00, indicating the decreasing tidal height and turn of tide. In July 29, thermocline was found at 4 m in St. 1, but the stratification did not observe in August 13 and August 30. The remarkable water temperature between surface and bottom was found in St. 2 and St. 3, whereas St. 1 did not find. A particular finding during this study showed a cold water mass at bottom layer from St. 2 and St. 3, which was first occurred in July 29 and persisted in August 30 without any of destruction. Water temperature had a remarkable fluctuation between surface and bottom, whereas salinity had a unique in St. 1. St. 2 and St. 3 showed the increasing salinity according to water depth in August 13 and August 30. Transparency had considerable fluctuations in St. 1 and St. 3 depending to sampling date, but St. 2 did not fluctuate. Consequently, the Bottol Bada had a significantly different water mass between inner and outer waters. Furthermore, strong irradiance and weak wind play an important role in developing the stratification between surface and bottom, in particular the introduction of offshore waters contribute to highly developing the stratification in the Bottol Bada during the period of August in 2010.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.29 no.6
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• pp.315-325
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• 2017

This study aims to provide information for the design and use of structural lightweight concrete (SLWC) for floating concrete structures in a marine environment. An experimental program was set up and comprehensive experimental campaign were carried out to determine SLWC mix proportions that can satisfy specified concrete strength, density, and slump values all of them were determined from previous research. Comparisons with previous SLWC mix designs that have been utilized for actual floating concrete structures were made. Key aspects needed to be considered regarding to the use of SLWC for floating marine concrete structures were discussed.

• Journal of Advanced Marine Engineering and Technology
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• v.41 no.1
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• pp.15-20
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• 2017

The International Maritime Organization(IMO) has adopted and implemented compulsory regulation for reducing greenhouse gas emission that cause global warming. However, with global warming underway, the IMO plans to enforce voluntary carbon dioxide emissions reduction based on the Ship Energy Efficient Management Plan and the Energy Efficiency Operational Indicator(EEOI) in the near future. Large container ships sail at low speeds in order to save fuel and reduce carbon dioxide emissions. However, bulbous bows designed for high-speed ships decrease fuel efficiency by acting as resistance when reduced speeds are adopted by large container ships. In order to adopt low-speed operations and increase fuel savings, the bulbous bow of a large container ship was modified into the proper shape and size. Fuel consumption was compared for checking the result of EEOI before and after modifying the bulbous bow adopted on low speed operation of large high-speed ships. The results confirmed much larger carbon dioxide emissions reduction than expected. If EEOI would be implemented as compulsory regulation for reducing carbon dioxide emissions, bulbous bow modification can be considered as one of the fuel saving methods for the high-speed ships.