• Journal of the Society of Naval Architects of Korea
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• v.54 no.2
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• pp.151-160
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• 2017

Growing demand and rapid development of the synthetic fiber rope in mooring system have taken place since it has been used in deep water platform lately. Unlike a chain mooring, synthetic fiber rope composed of lightweight materials such as Polyester(polyethylene terephthalate), HMPE(high modulus polyethylene) and Aramid(aromatic polyamide). Non-linear stiffness and another failure mode are distinct characteristics of synthetic fiber rope when compared to mooring chain. When these ropes are exposed to environmental load for a long time, the length of rope will be increased permanently. This is called 'the creep phenomenon'. Due to the phenomenon, The initial characteristics of mooring systems would be changed because the length and stiffness of the rope have been changed as time goes on. The changed characteristics of fiber rope cause different mooring tension and vessel offset compared to the initial design condition. Commercial mooring analysis software that widely used in industries is unable to take into account this phenomenon automatically. Even though the American Petroleum Institute (API) or other classification rules present some standard or criteria with respect to length and stiffness of a mooring line, simulation guide considers the mechanical properties that is not mentioned in such rules. In this paper, the effect of creep phenomenon in the fiber rope mooring system under specific environment condition is investigated. Desiged mooring system for a Mobile Offshore Drilling Unit(MODU) with HMPE rope which has the highest creep is analyzed in a time domain in order to investigate the effects creep phenomenon to vessel offset and mooring tension. We have developed a new procedure to an analysis of mooring system reflecting the creep phenomenon and it is validated through a time domain simulation using non-linear mooring analysis software, OrcaFlex. The result shows that the creep phenomenon should be considered in analysis procedure because it affects the length and stiffness of synthetic fiber rope in case of high water temperature and permanent mooring system.

• The Korean Journal of Petroleum Geology
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• v.14 no.1
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• pp.1-11
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• 2008

As conventional oil and gas reservoirs become depleted, interests for oil sands has rapidly increased in the last decade. Oil sands are mixture of bitumen, water, and host sediments of sand and clay. Most oil sand is unconsolidated sand that is held together by bitumen. Bitumen has hydrocarbon in situ viscosity of >10,000 centipoises (cP) at reservoir condition and has API gravity between $8-14^{\circ}$. The largest oil sand deposits are in Alberta and Saskatchewan, Canada. The reverves are approximated at 1.7 trillion barrels of initial oil-in-place and 173 billion barrels of remaining established reserves. Alberta has a number of oil sands deposits which are grouped into three oil sand development areas - the Athabasca, Cold Lake, and Peace River, with the largest current bitumen production from Athabasca. Principal oil sands deposits consist of the McMurray Fm and Wabiskaw Mbr in Athabasca area, the Gething and Bluesky formations in Peace River area, and relatively thin multi-reservoir deposits of McMurray, Clearwater, and Grand Rapid formations in Cold Lake area. The reservoir sediments were deposited in the foreland basin (Western Canada Sedimentary Basin) formed by collision between the Pacific and North America plates and the subsequent thrusting movements in the Mesozoic. The deposits are underlain by basement rocks of Paleozoic carbonates with highly variable topography. The oil sands deposits were formed during the Early Cretaceous transgression which occurred along the Cretaceous Interior Seaway in North America. The oil-sands-hosting McMurray and Wabiskaw deposits in the Athabasca area consist of the lower fluvial and the upper estuarine-offshore sediments, reflecting the broad and overall transgression. The deposits are characterized by facies heterogeneity of channelized reservoir sands and non-reservoir muds. Main reservoir bodies of the McMurray Formation are fluvial and estuarine channel-point bar complexes which are interbedded with fine-grained deposits formed in floodplain, tidal flat, and estuarine bay. The Wabiskaw deposits (basal member of the Clearwater Formation) commonly comprise sheet-shaped offshore muds and sands, but occasionally show deep-incision into the McMurray deposits, forming channelized reservoir sand bodies of oil sands. In Canada, bitumen of oil sands deposits is produced by surface mining or in-situ thermal recovery processes. Bitumen sands recovered by surface mining are changed into synthetic crude oil through extraction and upgrading processes. On the other hand, bitumen produced by in-situ thermal recovery is transported to refinery only through bitumen blending process. The in-situ thermal recovery technology is represented by Steam-Assisted Gravity Drainage and Cyclic Steam Stimulation. These technologies are based on steam injection into bitumen sand reservoirs for increase in reservoir in-situ temperature and in bitumen mobility. In oil sands reservoirs, efficiency for steam propagation is controlled mainly by reservoir geology. Accordingly, understanding of geological factors and characteristics of oil sands reservoir deposits is prerequisite for well-designed development planning and effective bitumen production. As significant geological factors and characteristics in oil sands reservoir deposits, this study suggests (1) pay of bitumen sands and connectivity, (2) bitumen content and saturation, (3) geologic structure, (4) distribution of mud baffles and plugs, (5) thickness and lateral continuity of mud interbeds, (6) distribution of water-saturated sands, (7) distribution of gas-saturated sands, (8) direction of lateral accretion of point bar, (9) distribution of diagenetic layers and nodules, and (10) texture and fabric change within reservoir sand body.

• Journal of Korean Society of Steel Construction
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• v.29 no.1
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• pp.49-60
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• 2017

As well as the strength check, fatigue life check is also mainly required for designing mooring lines of the floating structures. In general, forces which induce dynamic structural response significantly affect to fatigue design of the mooring lines. So, waves are mainly considered as the governing loading for fatigue design of the mooring lines. In this study, characteristics of the fatigue damage of the mooring lines for submerged floating tunnels (SFT) under irregular waves are investigated. For this study time domain hydrodynamic analysis is used to obtain motion of the tunnel and tension and stresses of the mooring lines under the specific environmental conditions. Also, the Rainflow-counting method, the Palmgren-Miner's rule, and S-N curves for floating offshore structures presented by DNV recommendation is applied to calculate the fatigue damage due to the fluctuating stresses. Referring to the design plactice of the tendon pipes for TLP (tension-leg platform), which is very similar structural system to SFT, it is assumed that a 100 year return period wave attacks the SFT systems during 48 hours and the fatigue damages due to the environmental loading are calculated. Following the analysis sequence, the effects of the tunnel draft, spacing and initial inclination angle of the mooring lines on the fatigue damage under the specific environmental loadings are investigated.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.11 no.1
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• pp.56-67
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• 1999

It is desired to use a domestically manufactured ocean data buoy for the long-term operational ocean monitoring. The ocean data buoy manufacturing technology was introduced through the research cooperation with the Qingkong University of Taiwan. The introduced ocean data buoy system was further expanded and improved for more efficient application for the marine environmental monitoring in Korea. The size of the ocean data buoy is 2.5 m in diameter, which is smaller compared to the NOAA's 3.0 m discus buoy to allow easy land transportation and ocean deployment as well. From the dynamic response test of the buoy carried out numerically, it was shown that the measurement of waves with period greater than 4 seconds is acceptable. The measurement and control system of the data buoy were improved to increase the number of measuring parameters, to reduce power consumption and to enhance better data analysis and management. Each component of the improved data buoy system was described in detail in this paper. Water quality sensors of water temperature, salinity, DO, pH and turbidity were added to the system in addition to the marine meteorological sensors of wind speed and direction, air temperature, humidity, air pressure and wave. Inmarsat satellite communication system is used for the real-time data telemetry from the buoy deployed offshore. A field performance test of the improved and domestically manufactured buoy was carried out for a month at the open sea off Pohang together with DatawelI's Wave-rider buoy to compare the wave data. The results of the test were satisfactory.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.33 no.3
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• pp.122-130
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• 2021

A wind-speed estimation at the arbitrary elevations is key component for the design of the offshore wind energy structures and the computation of the wind-wave generation. However, the wind-speed estimation of the target elevation has been carried out by using the typical functions and their typical parameters, e.g., power and logarithmic functions because the available wind speed data is limited to the specific elevation, such as 2~3m, 10 m, and so on. In this study, the parameters of the vertical profile functions are estimated with optimal and analyzed the parameter ranges using the HeMOSU-1 platform wind data monitored at the eight different locations. The results show that the mean value of the exponent of the power function is 0.1, which is significantly lower than the typically recommended value, 0.14. The values of the exponent, the friction velocity, and the roughness parameters are in the ranges 0.0~0.3, 0~10 (m/s), and 0.0~1.0 (m), respectively. The parameter ranges differ from the typical ranges because the atmospheric stability condition is assumed as the neutral condition. To improve the estimation accuracy, the atmospheric condition should be considered, and a more general (non-linear) vertical profile functions should be introduced to fit the diverse profile patterns and parameters.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.05a
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• pp.200-201
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• 2023

Digital twin technology is used in various fields as a method of creating a virtual world to minimize the cost of solving problems in the real world, and is also actively used in the maritime field, such as large-scale systems such as ships and offshore plants. In this paper, we tried to build a digital twin of coastal waters using a ship-handling simulator. The digital twin of the coastal waters developed in this way can be used to safely manage Korea's coastal waters, where maritime traffic is complicated, by providing a actual maritime traffic data. It can be usefully used to develop and advance technologies related to maritime autonomous surface ships and intelligent maritime traffic information services in coastal waters. In addition, it can be used as a 3D-based monitoring equipment for areas where physical monitoring is difficult but real-time maritime traffic monitoring is necessary, and can provide functions to safely manage maritime traffic situations such as aerial views of ports/control areas, bridge views/blind sector views of ships in operation.

• Journal of Navigation and Port Research
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• v.46 no.6
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• pp.483-490
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• 2022

Floating LiDAR is a system that provides a new paradigm for wind condition observation, which is essential when creating an offshore wind farm. As it can save time and money, minimize environmental impact, and even reduce backlash from local communities, it is emerging as the industry standard. However, the design and verification of a stable platform is very important, as disturbance factors caused by fluctuations of the buoy affect the reliability of observation data. In Korea, due to the nation's late entry into the technology, a number of foreign equipment manufacturers are dominating the domestic market. The west coast of Korea is a shallow sea environment with a very large tidal difference, so strong currents repeatedly appear depending on the region, and waves of strong energy that differ by season are formed. This paper conducted a study examining buoys suitable for LiDAR operation in the waters of Korea, which have such complex environmental characteristics. In this paper, we will introduce examples of optimized design and verification of ship-type buoys, which were applied first, and derive important concepts that will serve as the basis for the development of various platforms in the future.

• Journal of the Korean Society for Marine Environment & Energy
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• v.11 no.1
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• pp.24-34
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• 2008

To mitigate the climate change and global warming, various technologies have been internationally proposed for reducing greenhouse gas emissions. Especially, in recent, carbon dioxide capture and storage (CCS) technology is regarded as one of the most promising emission reduction options that $CO_2$ be captured from major point sources (eg., power plant) and transported for storage into the marine geological structure such as deep sea saline aquifer. The purpose of this paper is to review the latest progress on the development of technologies for $CO_2$ storage in marine geological structure and its perspective in republic of Korea. To develop the technologies for $CO_2$ storage in marine geological structure, we carried out relevant R&D project, which cover the initial survey of potentially suitable marine geological structure fur $CO_2$ storage site and monitoring of the stored $CO_2$ behavior, basic design for $CO_2$ transport and storage process including onshore/offshore plant and assessment of potential environmental risk related to $CO_2$ storage in geological structure in republic of Korea. By using the results of the present researches, we can contribute to understanding not only how commercial scale (about 1 $MtCO_2$) deployment of $CO_2$ storage in the marine geological structure of East Sea, Korea, is realized but also how more reliable and safe CCS is achieved. The present study also suggests that it is possible to reduce environmental cost (about 2 trillion Won per year) with developed technology for $CO_2$ storage in marine geological structure until 2050.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.3 no.2
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• pp.59-70
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• 1998

Two-dimensional trend-vector model of sediment transport is first tested in the tidal flat of Garolim Bay, mid-western coast of the Korean Peninsula. Three major parameters of surface sediment, i.e., mean grain size, sorting and skewness, are used for defining the best-fitting transport trend-vector on the sand ridge and muddy sand flat. These trend vectors are compared with the real transport directions determined from morphology, field observation and bedforms. The 15 possible cases of trend vectors are calculated from total sediments. In order to find the role of coarse sediments, trend vectors from sediments coarser than < 4.5 ${\phi}$, (sand size) are separately calculated from those of total sediments. As compared with the real directions, the best-fitting transport-vector model is the "case M" of coarse sediments which is the combined trend vectors of two cases: (1) finer, better sorted and more negatively skewed and (2) coarser, better sorted and more positively skewed. This indicates sand-size grains are formed by simpler hydrodynamic processes than total sediments. Transported sediment grains are better sorted than the source sediment grains. This indicates that consistent hydrodynamic energy can make sediment grains better sorted, regardless of complicated mechanisms of sediment transport. Consequently, both transported vector model and real transported direction show that the source of sediments are located outside of bay (offshore Yellow Sea) and in the baymouth. These source sediments are transported through the East Main Tidal Channel adjacent the baymouth. Some are transported from the subtidal zone to the upper tidal flat, but others are transported farther to the south, reaching the south tidal channel in the study area. Also, coarse sediment grains on the sand ridge are originally from the baymouth, and transported through the subtidal zone to the south tidal channel. These coarse sediments are moved to the northeast, but could not pass the small north tidal channel. It is interpreted that the great amount of coarse sediments is returned back to the outside of the bay (Yellow Sea) again through the baymouth during the ebb tide. The distribution of muddy sand in the northeastern part of study area may result from the mixing of two sediment transport mechanisms, i.e., suspension and bedload processes. The landward movement of sand ridge and the formation of the north tidal channel are formed either by the supply of coarse sediments originating from the baymouth and outside of the bay (subaqueous sand ridges including Jang-An-Tae) or by the recent relative sea-level rise.

• Proceedings of KOSOMES biannual meeting
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• 2006.11a
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• pp.175-179
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• 2006

With the rapid development of oil and chemical industry in the late 20C, massive transportation of oil by oil tanker vessel has grown and it caused the big oil pollution accidents. When oil spill from the oil tanker, damages reach into the astronomical figures in economically and damages affect wide area and many people with break the balance of ecosystem. Recently in Korea, the oil pollution accidents has occurred frequently as growing of oil consumption and it caused large-scale damages to the victim. Oil pollution in Korean offshore takes not only korean fishermen from their life ground and break the ecosystem but it takes too much time and money to recover. To minimize oil pollution damages, it is necessary to make pre-caution effort as a ship owner and relevant government bodies should endeavor to prevent from more damages. But once oil pollution accidents occurs in territorial sea, compensation for victim fishermen is very important. But it is true that compensation is not paid to victim smoothly. So this study aims at the problems of oil pollution compensation to the Korean victim and find the best way to get reasonable compensation.