• Journal of Advanced Marine Engineering and Technology
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• v.38 no.7
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• pp.877-882
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• 2014

The reduction of CO2 emission has been discussed in the Marine Environment Protection committee in the International Maritime Organization as the biggest causes of GHG for the purpose of indexing CO2 amounts released into the atmosphere from ships. Accordingly, various methods including the change in the hull design to improve energy efficiency, the coating development to reduce friction resistances, the additives development for improving thermal efficiency in an engine, the low-speed operation to reduce fuel consumptions, and etc. have been applied. The main engine of a ship is an electronic engine for improving the efficiency of the whole load area. However, marine generator engines still use mechanical drive engines in intake, exhaust, and fuel injection valve drive cams. In addition, most of marine generator engines in ships apply a part-load operation of less then 80% due to an overload protection system. Therefore, marine auxiliary diesel engine set at 100% load is necessary to readjust in order to efficient operation because of part-load operation. The objective of this study is to report the results of the part-load fuel consumption improvement by injection timing readjust to identifying the operational characteristics of a marine generator engine currently operated in a ship.

• 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 for Marine Environment & Energy
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• v.11 no.4
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• pp.214-220
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• 2008

The Ballast Water Management Convention provides that ballast water treatment systems which make use of active substances shall be approved from IMO according to the procedure developed by the IMO. The Convention described that active substance means a substance or organism, including a virus or a fungus, that has a general or specific action on or against harmful aquatic organisms and pathogens. The Marine Environment Protection Committee of IMO gave basic approval to 13 ballast water management systems and final approval to 4 systems until October 2008. This paper considered the matter of procedure and documents of the basic and final approval based on the "Procedure for approval of ballast water management systems that make use of Active Substances (G9)" and "The Methodology for information gathering and the conduct of work of the GESAMP-BWWG" and summarized the specifications of the treatment systems which was granted the basic or final approval from IMO and raised several points.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.4
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• pp.418-424
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• 2015

Marine Environment Protection Committee of the International Maritime Organization has decided to reinforce the NOx emission standards for ships passing an ECA(Emission Control Area) with Tier III standards from January 1, 2016. In this study, real-time measurements of the exhaust gas, cylinder pressure and fuel consumption were conducted at each load of a T/S Hanbada main engine of Korea Maritime and Ocean University, which is controlled by single injection and double post injection for reducing NOx emissions. The results showed that the quantity of CO2 and NOx increased in proportion to the engine load, whereas the CO concentration was inversely proportional to the engine load. In addition, double post injection decreased 10 % of P-max and reduced 25~30 % of the NOx emissions compared to single injection, whereas there was a trade-off relation, such as increase 3~5 % of SFOC (Specific Fuel Oil Consumption).

• Journal of Navigation and Port Research
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• v.27 no.4
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• pp.449-454
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• 2003

Bans on TBT based antifouling paints have been drafted since 1998 by meetings 42, 43, 45 and 46 for the MEPC(Marine Environmental Protection Committee) of the international Maritime Organization, and decided finally at a Diplomatic Conference of the IMO in October 2001. It was a key issue that there should be a global prohibition on the presence of organo-tin compounds in ships by 1 Jan. 2008. TBT Paint Wastes from ship have been produced by vast quantity since 2003. This paper suggests a method to design Treatment System for TBT Paint Waste from Ship. The organotion compound was dissolved by heating, and the organic matters was oxidized and turned into inorganotins, then they were stabilized in the end. At 500^{\circ}C$, the organotin compound which heated for one hour was removed by 58%, and in 1000^{\circ}C$ the organotin compound was treated by 99.9% after and hour of heating treatment.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.7
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• pp.1191-1200
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• 2022

The COVID-19 pandemic can be deemed one of the greatest hardships faced by mankind in the 21st century. All industries have been severely affected and workers are still experiencing deep difficulties due to the changed working and living environment. Seafarers have been recognized by the international community as key workers since the pandemic began. They are also working internationally to establish a Level Playing Field through the protection of their rights through the Seafarers' Employment Agreement and the implementation of international labour standards. However, despite the obligations under international conventions to be implemented by State parties and the recommendations by international organizations, the rights of seafarers under the Maritime Labour Convention were violated were violated and their occupational safety and health of seafarers were further threatened throughout the pandemic. This article analyzes the impact of the international shipping industry and the implementation of the Maritime Labour Convention based on each country's measures during the COVID-19 pandemic. Furthermore, the amendments of the Maritime Labour Convention adopted through the fourth Special Tripartite Committee were analyzed based on the conference documents and reports to comprehend the implied meaning. The adopted eight amendments to the Maritime Labour Convention are expected to positively affect the seafarers' rights, safety and health in the future, but the international community's efforts should continue because the issues of maximum working hours, maximum service period on board, and the repatriation of seafarers still remain unsettled.

• Journal of the Society of Naval Architects of Korea
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• v.56 no.6
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• pp.497-506
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• 2019

Literature survey was conducted on the 2013 Interim Guidelines for determining the minimum propulsion power to maintain the manoeuvrability of ships in adverse conditions. The International Maritime Organization (IMO) Marine Environment Protection Committee (MEPC) documents related with the Guidelines were reviewed. Compatibility of the present Guidelines can be checked by two different levels: (Level 1) minimum power lines assessment and (Level 2) simplified assessment. The IHS (Information Handling Services) sea-web data on the bulk carriers and the tankers, which were built after 2000, were used to examine the Level 1 assessment. KVLCC2 was used to examine the Level 2 assessment. Regarding the Level 2 assessment, effects of the adverse weather conditions, the added resistance due to waves, the wake fractions and the thrust deduction factors were discussed.

• Journal of the Korean Society for Marine Environment & Energy
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• v.13 no.2
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• pp.99-104
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• 2010

The purpose of this study is to develop Sewage Treatment Plant that treat sewage which occurred in ship using fixed media method and to consider applicable to the Pilot Scale device of the STP regulations in MLTM(Ministry of Land, Transport and Maritime Affairs) and MEPC(Marine Environment Protection Committee). In test results, pH geometric mean was 7.68, $BOD_5$(Biochemical Oxygen Demand) geometric mean was 7.28 mg/l, $COD_{cr}$(Chemical Oxygen Demand) geometric mean was 48.39 mg/l, TSS(Total Suspended Solid) geometric mean was 18.00/l, Residual chlorine geometric mean was 0.19 mg/l, and E. coli geometric mean was 1CFU/100 ml. In addition, about 97.4% of $BOD_5$ was reduced, the $COD_{cr}$ reduction averaged 96.4%and the TSS reduction averaged 97.6%. STP have been determined by the MLTM and MEPC regulation of the marine pollution prevention equipment for performance testing product.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.6
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• pp.620-625
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• 2015

In an effort to reduce the onset of global warming, the International Maritime Organization Marine Environment Protection Committee (IMO MEPC) proposed the reduction in ship speeds as a way of lowering the proportion of carbon dioxide ($CO_2$) in the Green House Gas emissions from ships. To minimize fuel costs, shipping companies have already been performing slow steaming for their own fleets. Specifically, the slow steaming approach has been adopted for most ocean-going container lines. In addition, because of the increased marine fuel cost that is required to enable increased capacity, there is an urgent need for more advanced fuel-saving technologies. Therefore, in this present study, we propose a fuel-cost reduction method that can improve the performance of diesel engines. We introduce a predetermined amount (0.025% of the amount of fuel used) of fuel additive (oil-soluble calcium-based organometallic compound). For improved experimental accuracy, as the test subjects, we utilize a large two-stroke diesel engine installed in land plants. The loads of the test engine were classified as low, medium, and high (50, 75, and 100%, respectively). We compare the engine performance parameters (power output, fuel consumption rate, p-max, and exhaust temperature) before and after the addition of fuel additives. Our experimental results, confirmed that we can realize fuel-cost savings of at least 2% by adding the fuel additive in low load conditions (50%). Likewise, the maximum combustion pressure was found to have increased. On the other hand, we observed that there was a reduction in the exhaust temperature.

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.331-337
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• 2022

In 2021, the Joint Group of Experts on the Scientific Aspects of Marine Environmental Protection (GESAMP), a U.N. advisory research institute, cited container loss as one of six sources of marine litters in shipping. The sinking of the X-P ress Pearl in May 2021 caused a catastrophic environmental pollution accident in which the loaded containers were moved to the shore, and the plastic pellets were loaded inside covered the coast of Sri Lanka. With this history, the International Maritime Organization (IMO) will discuss prevention and follow-up measures for container loss during ship voyages, as an agenda at the 8th Sub Committee on Carriage of Cargoes and Containers meeting in September 2022. To establish Korea's response direction at the IMO meeting, this study identified major causes of container loss accidents, and considered the response through analysis based on the accident investigation report and related professional data. As a result, it was found that the major cause of container loss during voyages was the enlargement of container ships, bad weather, and poor loading of containers. In particular, the need to prepare countermeasures for the deterioration of the operational safety of large container ships due to bad weather was identified. Additionally, integrated monitoring of the implementation of international conventions is required, for the safe sea transportation of container cargo. In particular, in terms of preservation of the marine environment, it is necessary to supplement the system for the recovery of lost containers. Finally, it was found that it is necessary to establish systems that can complement each other in the shipbuilding and shipping industries, in terms of shipbuilding as well as ship operation, to fundamentally prevent container loss accidents at sea. It is judged that it is difficult to resolve the various factors of container loss at sea during voyages, by responding from an individual perspective.